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FM 3-35.4 (100-17-4)
18 June 2002
DEPLOYMENT FORT-TO-PORT
DISTRIBUTION RESTRICTION:
Approved for public release; distribution is unlimited.
Field Manual FM 3-35.4 (100-17-4)
No. 3-35.4 (100-17-4) Headquarters
Department of the Army
Washington, DC, 18 June 2002
DEPLOYMENT FORT-TO-PORT
Contents
Page
Preface................................................................................................................ iv
Introduction......................................................................................................... v
ii
_________________________________________________________________________________ FM 3-35.4
Bibliography ........................................................................................................Bibliography-1
iii
FM 3-35.4 _________________________________________________________________________________
Preface
This manual defines deployment in terms of its process, structure, and organization from the
point of origin or home station (HS) to the port of embarkation (POE). It recognizes the shift in
U.S. strategic policy from forward presence to power projection and the resulting reliance on the
strategic mobility triad to fulfill the U.S. Army requirements for force projection.
This manual's focus is on planning for and execution of deployments in a joint arena to satisfy
Joint Operation Planning and Execution System (JOPES) process requirements. It concentrates
on the sequence of actions and requirements for both the deploying unit and agencies responsi-
ble for its deployment from origin/mobilization station to the ports of embarkation (POEs) (fort-
to-port).
This manual supports soldiers, leaders, and staffs who execute deployment operations, specifi-
cally at the Army service component command (ASCC)/Army forces (ARFOR), deploying unit, in-
stallation, and supporting unit levels. Roles and missions of other agencies instrumental in the
deployment process are described to aid the primary players in their understanding of the entire
force projection sequence.
The proponent of this manual is the U.S. Army Training and Doctrine Command. Send com-
ments and recommendations on DA Form 2028 directly to Commander, U.S. Army Combined
Arms Support Command, Directorate of Combat Developments for Combat Service Support,
ATTN: ATCL-C, Fort Lee, VA, 23801-1809.
Unless this publication states otherwise, masculine nouns or pronouns do not refer exclusively to
men.
iv
_________________________________________________________________________________ FM 3-35.4
Introduction
"...power projection, enabled by overseas presence, will likely remain the fundamental
strategic concept of our future force."
Joint Vision 2010
Smaller Army forces with fewer of them forward-deployed require an Army that is prepared to
deploy anywhere in the world on short notice from both the continental United States (CONUS)
and forward-deployed locations outside CONUS (OCONUS). The United States Army is the na-
tion’s strategic land force and the strategic core of U.S. forces for joint or multinational opera-
tions. While it is the world’s premier land force, the Army’s relevance depends on being strategi-
cally responsive, for example, its ability to deliver early and continuous lethal combat power
through force projection. The Army's defining strategy has become one of having tailored, lethal,
decisive forces, capable of deploying quickly to any global hotspot.
Force projection is not a new mission for the Army, but profound changes in force structure, sta-
tioning, and world situation have raised it to a preeminent mission and changed its operational
nature. The Army has to move with a greater velocity and sustained lethality to fulfill its role as
the guarantor of victory. The previous operational rhythm of halt, buildup, and counterattack is
no longer acceptable for force projection operations. Future enemies will not allow an incre-
mental build up of combat power. Moreover, a future adversary’s exploitation of technology,
weapons of mass destruction, and asymmetrical anti-access measures, coupled with the natural
friction points in the constrictive force projection pipeline, will make force projection a more chal-
lenging and difficult operation.
This manual explains the United States Army’s responsibilities in force projection to better pre-
pare the key organizations involved in deployment: the ASCC/ARFOR, the deploying unit, the
installation, and the supporting units. The ARFOR could vary in size from multiple corps to a
battalion, depending upon the mission. The responsibilities and planning involved in the process
of deployment entail similar actions whatever the command level. In austere theaters, the de-
ployment enabling systems (software and communications) may be unavailable; however, this
manual discusses these systems because units deploying from power projection platforms (PPPs)
or power support platforms (PSPs) will eventually have state-of-the-art infrastructure and
automation support.
In addition to planning considerations, this manual presents the deployment process from verbal
warning through port of embarkation operations. It describes operations at both seaports of em-
barkation and aerial ports of embarkation.
This manual is one in a series dealing with force projection stemming from the capstone FM 3-35
(100-17). In this series, FM 3-35.1 (100-17-1) establishes the doctrinal framework for a pre-
designated heavy brigade drawing Army pre-positioned stocks from forward-based ships. FM 3-
35.2 (100-17-2) describes similar procedures from land sites in certain theaters. FM 3-35.3 (100-
17-3) defines actions from the ports of debarkation to tactical assembly areas or to operational
destinations. FM 3-35.5 (100-17-5) on redeployment completes the series. Since these publica-
tions adequately amplify these specific operations, this manual focuses on the Army’s primary
responsibility of planning for and moving a unit from origin/mobilization station to the ports of
embarkation (POEs) and the subsequent requirements at the ports to ensure a successful de-
ployment.
Detailed tactics, techniques, and procedures on unit responsibilities in deployment will be pub-
lished in FM 4-01.011 (55-65).
v
Chapter 1
"The deployment of land forces is the gravest response that can be made, short of war, to
demonstrate the national will to prevent conflict."
Army Vision 2010
Army Goal: "With the right technological solutions...allow U.S. to put a combat capable
brigade anywhere in the world in 96 hours after liftoff, a division on the ground in 120
hours, and five divisions in 30 days."
General Shinseki, CSA
1-1
FM 3-35.4 _________________________________________________________________________________
1-2
_________________________________________________________________________________ Chapter 1
1-2. Each force projection activity influences the other. (See figure 1-1,
Force Projection Process, below.) This is especially true of the interrelation-
ship of deployment and employment. Deployment and employment
inextricably link; neither can be planned successfully without a firm grasp of
the other. Consequently, the operational speed and tempo reflect the ability
of the deployment pipeline to deliver combat power where and when the joint
force commander wants it. Any disruption in the deployment will accordingly
affect employment.
SECTION II - DEPLOYMENT
1-3. Deployment is the movement of forces and materiel, and their sus-
tainment, from their point of origin to a specific area of operation (AO) to
conduct operations outlined in a plan or order. It encompasses all activities
from origin or home station (HS) through destination, specifically including
intra-continental United States, intertheater, and intratheater movement
legs. This combination of dynamic actions support the combatant com-
mander’s concept of operations for employment of the force.
1-4. The geographic combatant commander and their subordinate JFCs
define success in deployments, establishing what, where, and when forces are
needed. The subordinate JFC's employment concept is the starting point for
deployment planning. Consequently, how the JFC intends to employ his
forces is the basis for orchestrating the deployment structure. On the other
hand, the deployment possibilities dramatically influence employment plan-
ning—how much and when combat power can be delivered affects the JFC's
employment options.
1-3
FM 3-35.4 _________________________________________________________________________________
DEPLOYMENT PHASES
1-6. Deployments consist of four distinct and interrelated deployment
phases. These phases may not be sequential and could overlap or occur
simultaneously:
• Predeployment activities
• Movement to and activities at the port of embarkation (POE) — fort-to-
port
• Movement to port of debarkation (POD) — port-to-port
• Reception, staging, onward movement, and integration (RSO&I) — port-
to-destination
1-7. The friction that develops as soldiers and equipment move through
the lines of communication (LOCs) at forts, ports, and tactical assembly areas
(TAAs) slows the arrival of combat power in the theater. It also lessens the
efficiency and effectiveness of the total mobility system. In addition, time
wasted in any phase affects force closure. A successful deployment requires
smooth and quick implementation of each phase and seamless transitions or
interactions between them all.
1-8. The effectiveness and/or inefficiency of the first two phases, which
are the focus of this publication, set the conditions for the rest of the deploy-
ment. Several principles guide commanders to execute predeployment activi-
ties and the fort-to-port movement effectively and efficiently. Section III of
this chapter discusses these principles.
1-9. JP 4-01 discusses the defense transportation system (DTS) employed
in the third phase. The fourth phase overlaps with the entry stage of a force
projection operation. FM 3-35.3 (100-17-3) covers this component for the
Army. Joint Publication (JP) 4-01.8 is the joint manual on the subject.
1-10. A multitude of manuals, including FMs 3-0 (100-5), 3-93 (100-7), 3-
100.15 (100-15), and 3-100.71 (71-100), discuss employment. FM 4-0 (100-10)
and subordinate combat service support (CSS) manuals detail how the force
is sustained throughout force projection operations. FM 3-35.5 (100-17-5) is
the Army's primary doctrine on redeployment, while JP 3-35 is the relevant
joint publication.
1-4
_________________________________________________________________________________ Chapter 1
Deployment
o Point of origin to POE FM 3-35.4 JP 3-35
o POE to POD FM 55-1 (4-01)
o POD to TAA FM 100-17-3 (4-01.8) JP 4-01.8
Employment FM 3-100.7 & others JP 3-0 & others
Note. The current edition of these publications can be found on the Army Digital
Library (http://www.adtdl.army.mil) or the Joint Electronic Library (http://www.dtic.
mil/doctrine). At the time of publication of this manual (FM 3-35.4), the FM num-
ber outside of parenthesis is current. Revisions of these publications will use the
number in parenthesis.
DEPLOYMENT PLANNING
1-13. Successful deployment planning requires knowledge of the unit’s de-
ployment responsibilities, an understanding of the total deployment process,
and an intellectual appreciation of the link between deployment and em-
ployment.
1-5
FM 3-35.4 _________________________________________________________________________________
1-6
_________________________________________________________________________________ Chapter 1
I found the place crowded with an indiscriminate accumulation of supplies and war ma-
teriel. The confusion...appeared to be utterly inextricable. The (rail) sidings from the port
of Tampa for perhaps fifty miles into the interior were blocked with cars, the resulting dif-
ficulties of the situation prevented proper embarkation of troops.
Nelson A. Miles
Commanding General of the Army
1 June 1898
1-7
FM 3-35.4 _________________________________________________________________________________
strip out classified data, export the unclassified data to TC-AIMS II, reinte-
grate it with the appropriate force records, then export it to JOPES in a clas-
sified form. (See CJCS, Instruction (CJCSI) 3020.01, 12 June 2000, (enclo-
sure E) for a detailed description of JFRG II). Since JFRG II does not perform
management command and control functions inherent in Service-unique sys-
tems, United States Army Forces Command (FORSCOM) will maintain and
utilize the Computerized Movement Planning and Status System
(COMPASS) to support data validation and management.
1-22. There are currently over 20 existing interface agreements (IAs) be-
tween TC-AIMS II and various joint and Service information technology sys-
tems. Others will be initiated, while some existing IAs may be eliminated,
merged, or replaced. (See CJCSI 3020.01 for a current list.)
1-23. The directive to use TC-AIMS II as the single joint source data sys-
tem for unit move information does not mean the transformation from Ser-
vice-specific systems to TC-AIMS will occur overnight. Initial fielding of TC-
AIMS II for the Army (beyond testing) is slated to begin in FY-02. Therefore,
the Army’s TC-ACCIS will be around in some capacity through FY-05. Resid-
ual Service requirements will be fielded in accordance with approved Service
program objective memorandums (POMs).
1-8
_________________________________________________________________________________ Chapter 1
1-24. As the force transitions from TC-ACCIS to TC-AIMS II, the terminol-
ogy for use with the system also evolves. The automated unit equipment list
(AUEL), a component of TC-ACCIS, becomes the organization equipment list
(OEL) in TC-AIMS II. The deployment equipment list (DEL), another TC-
ACCIS term, becomes the UDL in TC-AIMS II. For the sake of continuity, the
new terms defined and described below will be utilized throughout the FM.
• Organizational Equipment List (OEL): The OEL (formally AUEL) is a
computerized listing (in printed and data file formats) of on-hand equip-
ment in a unit. The OEL supports cargo manifests for movement and
provides input to transportation managers to identify movement re-
quirements.
• Unit Deployment List (UDL): The UDL (formally DEL) is an OEL tai-
lored for a specific or directed move. It lists the equipment that will actu-
ally deploy.
1-9
FM 3-35.4 _________________________________________________________________________________
• Lethal.
• Survivable.
• Sustainable.
• Deployable.
1-27. The force must confront an adversary before setting the conditions in
its favor to meet the deployable imperative. The Army’s objective is “to deploy
a combat brigade force anywhere in the world in 96 hours, a division in 120
hours, and 5 divisions in 30 days.” The IBCT’s design capitalizes on the
widespread use of common vehicular platforms, particularly a highly mobile,
medium-weight combat/combat support platform, coupled with a minimiza-
tion of personnel, a reduced logistics footprint, and state-of-the-art auto-
mated information systems.
1-28. The phases for the deployment of the IBCT remain the same as those
for other units, and the preparation processes discussed in subsequent chap-
ters, (such as soldier readiness processing, training), also remain constant.
However, for the IBCT to meet its mandated deployment timelines, prede-
ployment activities must remain at a minimum and equipment and person-
nel readiness rates should be maintained at 90 percent or greater. Efforts are
being made during the development of the Objective Force to eliminate re-
ception and staging in the theater. Extensive efforts at the HS and support
installations (SI) will be required to ensure strategic transportation assets
are loaded in such a way that deployed forces may begin operations immedi-
ately upon arrival in the AO. (See FM 4-93.7 (63-7) for further information on
deploying the IBCT).
1-10
Chapter 2
Predeployment Activities
2-1
FM3-35.4 _________________________________________________________________________________
PLANNING PROCESS
2-2. Force projection usually begins as a contingency operation requiring
a rapid response to a crisis, although it could involve a deliberate, slower
build-up and deployment in anticipation of a requirement. Units deploy un-
der the JOPES procedures. Units are identified in the TPFDD and move un-
der an assigned unit line number (ULN). Operational plans (OPLANs) in
JOPES contain deployment information such as strategic deployment modes
and POE/POD. This information is used in developing unit deployment plans.
2-3. The JOPES process dictates specific procedures for both deliberate
and crisis action planning. Warning, alert, execute, and deployment orders
initiate specific deployment actions.
2-2
_________________________________________________________________________________ Chapter 2
JOPES
2-4. The Joint Operation Planning and Execution System (JOPES) is the
integrated, joint command and control system used to support military op-
eration planning, execution, and monitoring (including theater-level nuclear
and chemical defense plans) activities. JOPES incorporates policies, proce-
dures, personnel and systems, and underlying Global Command and Control
System (GCCS) information technology support to provide senior-level deci-
sion-makers and their staffs with enhanced capability to plan and conduct
joint military operations. JOPES policies, procedures, and information tech-
nology systems provide the mechanisms to submit movement requirements
to lift providers for joint operations and exercises. Critical supporting inter-
faces with JOPES include the Computerized Movements Planning and
Status System (COMPASS) and the Joint Force Requirements Generator II
(JFRG II). For additional information on JOPES, COMPASS, and JFRG II,
see Appendix A.
2-5. The joint planning and execution community (JPEC) uses JOPES to
conduct joint planning during peace and crisis. Joint operation planning is a
process coordinated through all levels of the national structure for joint plan-
ning and execution, including the National Command Authorities (NCAs)
and JPEC. The focus of the joint operation planning process is at the
discretion of the combatant commanders. Assisted by JOPES, they determine
the best method of accomplishing assigned tasks and direct the actions nec-
essary to accomplish the mission. In normal peacetime conditions, the proc-
ess—called deliberate planning—produces either OPLANs or concept of op-
eration plans (CONPLANs), as well as functional plans and TPFDDs. In cri-
ses, the process—called crisis action planning (CAP)—produces operational
orders (OPORDs). Figure 2-1 depicts the deliberate planning process phases.
JOPES facilitates rapid building and timely maintenance of plans in deliber-
ate planning, rapid development of effective options and OPORDs through
2-3
FM3-35.4 _________________________________________________________________________________
2-4
_________________________________________________________________________________ Chapter 2
2-9. Deployments supporting a major theater war (MTW) and some SSCs
are planned using the deliberate planning process, a planning cycle that can
take as long as 18 to 24 months to accomplish. Many operations, however,
will involve unplanned contingencies. CAP is a flexible adaptation of the ba-
sic planning process under JOPES. (See Figure 2-2.) CAP emphasizes the
time available, rapid and effective communications, and maximum use of
previously accomplished contingency planning.
2-5
FM3-35.4 _________________________________________________________________________________
2-10. The TPFDD is the JOPES portion of an OPLAN that contains time-
phased force data for the OPLAN. During execution planning, the supported
combatant commander normally publishes a TPFDD Letter of Instruction
(LOI) with planning guidance, procedures, and coordinating instructions. The
intent of the supported combatant commander’s TPFDD LOI is to eliminate
confusion, facilitate parallel planning, and expedite TPFDD refinement by
providing commands, supporting commands, and agencies with a single set of
instructions for input and management.
2-11. TPFDD development is based on the three main processes: force
planning, support planning, and transportation planning. The resulting
TPFDD is both a force requirement document and a prioritized transporta-
tion movement document defining the supported combatant commander’s
time-phased lift requirements for personnel, supplies, and equipment. The
objective of TPFDD maintenance is to systematically and effectively incorpo-
rate required changes to the TPFDD in a standardized manner at defined in-
tervals after the TPFDD becomes effective for execution. To help with this
maintenance, it is essential that units maintain up-to-date data so the
COMPASS database has the most current data available.
2-12. During the deployment, supporting commands and agencies provide
accurate (unit verified) movement data to the supported combatant com-
mander. The subordinate JFC commander validates the TPFDD require-
2-6
_________________________________________________________________________________ Chapter 2
"Commanders training together and knowing each other, rehearsing and practicing op-
erations, holding AARs immediately after an exercise, refining and enforcing SOPs, and
ensuring there is good understanding two levels up and down are a few of the things we
need to emphasize."
Commander, 2ACR, Operation DESERT STORM
2-7
FM3-35.4 _________________________________________________________________________________
BATTLE BOOKS
2-21. The battle book has many names—deployment binder, smart book—
but no matter what it is called, it documents how the commander accom-
plishes his mission in the specified area of operations. It should include the
organization and responsibilities for the unit’s RSO&I within the theater.
The following specific deployment items should be included in the battle
book, if applicable:
• Pertinent information from the OPLAN and the TPFDD.
• Information and photographs/schematics concerning the layout and fa-
cilities/capabilities of the ports of debarkation.
• Maps of convoy routes within the AO, to include critical areas that the
unit will pass through en route to its employment location.
2-8
_________________________________________________________________________________ Chapter 2
Conducting Rehearsals
Orient participants.
Define the standard.
Visualize and synchronize the concept of the operation. Verbally walk through
the concept of the operation. Subordinate commanders should interactively
verbalize their units actions, entering or leaving the discussion at the time they
would expect to begin or end their task or activities. This will help the com-
mander to assess the adequacy of synchronization.
Address any point of the operation where the execution of branches or se-
quels is likely to occur.
If the standard is not met and time permits, rehearse again.
Make changes.
COLLECTIVE TRAINING
2-26. Collective deployment training incorporates the knowledge, skills,
attitudes, abilities, and the command emphasis so that deployment is a reflex
activity executed with precision. Units must identify deployment as a mission
essential task, annotate it on their mission essential task list (METL), and
gain proficiency. Many Army training programs offer the opportunity to em-
bed force projection training in a major training event program.
2-9
FM3-35.4 _________________________________________________________________________________
INSTALLATION TRAINING
2-27. Installation fort-to-port deployment activities are labor intensive and
demanding in that they occur simultaneously. Effective fort-to-port deploy-
ment activities rely on centralized planning and a decentralized execution
base, according to the installation RSOP. Repetitive training is essential for
success. Simultaneous actions include—
• Establishing an emergency operation center (EOC).
• Establishing rail and commercial truck operations.
• Initiating a port support activity (PSA).
• Initiating arrival/departure airfield control group (A/DACG) operations.
• Establishing a convoy support center, if required.
• Establishing port liaison teams.
• Initiating automatic identification technology (AIT) plans.
2-10
_________________________________________________________________________________ Chapter 2
2-11
FM3-35.4 _________________________________________________________________________________
2-33. Load team composition is tailored to the type and quantity of equip-
ment to be loaded and the time available for loading. In general—
• For rail movements, a well-trained team of five operators, using prefabri-
cated tiedown devices, can complete loading/lashing of equipment on a
flatcar in approximately 15 minutes.
• For air movement, a six-person team can provide efficient loading and
tiedown of equipment.
2-34. There are many references available for help and direction on the
loading of equipment. Some of these include Department of Defense (DoD)
Military Standards (MIL STDs) 209, 669, 810, 814, 910, 913, and 1791.
2-12
_________________________________________________________________________________ Chapter 2
2-13
Chapter 3
Installation Activities
Although the MACOM METL includes “Trained and Ready Force With Capability to De-
ploy” Using “Multiple transportation modes to meet timelines,” units were inexperienced
and needed practice in air deployment operations.
TF Hawk - CALL Report
3-1
FM 3-35.4 ________________________________________________________________________________
Most units were participating in training exercises or preparing for another contin-
gency mission when the warning order for TF Hawk was issued. The warning or-
der alerted some units to be prepared to move within 72 hours. During this plan-
ning and preparation period, the task force organization and deployment packages
changed frequently due to rapidly changing mission requirements, which chal-
lenged the unit movement officers (UMOs). These changes usually resulted in
equipment and personnel density changes, which had transportation ramifications.
Each time the equipment density changed, the UMO was required to update his
unit deployment list (UDL). Frequent UDL changes may hinder deployment opera-
tions by underestimating the actual movement requirements, which increases pro-
curement lead time.
TF HAWK
CALL Report
3-2
_________________________________________________________________________________ Chapter 3
3-3. Upon arrival at the ISA, equipment is inspected for cleanliness, ser-
viceability, proper shipping configuration, documentation, fuel levels, and
any other criteria required to meet deployment standards. Equipment failing
to meet standards is placed in holding areas until deficiencies are corrected.
When established standards are met, the equipment is sequenced for loading
according to mode of transport.
RAIL PREPARATION/OPERATIONS
3-4. Not all units or power projection platforms are located within driving
distance to seaports, and not all cargo, particularly for heavy forces, is trans-
portable by military or commercial truck. However, the use of rail may not be
the fastest mode of transport and could cost installations significantly more
in money and space to operate. This fact must be considered when deciding to
use rail for transportation. (See Appendix H for more on rail operations).
3-5. The installation transportation officer (ITO) orders railcars in the
types and quantities required based on the deploying unit's UDL. The ITO is
the official liaison with the Military Traffic Management Command (MTMC)
and the railway agent and inspects all railcars for serviceability before units
begin loading. The ITO provides technical advice, publishes rail-loading
schedules, and provides HAZMAT documentation as required. The ITO pre-
pares the Government Bill of Lading (GBL) based on equipment data from
the UDL and provides a DD Form 836 (Dangerous Goods Shipping Pa-
per/Declaration and Emergency Response Information of Hazardous Materi-
3-3
FM 3-35.4 ________________________________________________________________________________
3-4
_________________________________________________________________________________ Chapter 3
PERSONAL PROPERTY
3-10. Before deployments, unit procedures must be in place to ensure the
security of soldiers’ personal property. This could include the use of a power
of attorney by unit personnel to ship and store their property. Soldiers living
in barracks should properly pack, label, inventory, and turn in personal
property not required or authorized in the overseas area. The unit’s rear de-
tachment is responsible for disposition of this property in coordination with
the supporting transportation office. Privately owned vehicles (POVs) can be
stored in an area designated by the installation or area commander, or left
in the custody of a family member or other responsible individual. When time
does not permit these POV procedures, the keys of the vehicle and the power
of attorney are left with the rear detachment commander or custodian, or a
family member.
FAMILY MEMBERS
3-11. Documented procedures for family support while soldiers are gone
are essential in deployment planning. Procedures may include forming fam-
ily support groups that assist in resolving problems, and formally interacting
with Army Community Services, the installation ministry team, the installa-
tion Office of the Staff Judge Advocate, and family life center to meet family
needs. Single soldiers should be assured that their families will be kept in-
formed of their situation. Family support is the responsibility of both the de-
ploying commander and the garrison or installation commander. A family as-
sistance officer is usually appointed from the staff of the command having
control over the moving unit. Responsibilities of this officer may include—
• Advising family members of their entitlements for travel and shipment or
storage of household goods.
• Advising family members of the need for their sponsors to leave a power
of attorney or letter of authorization, if family members are to arrange
for shipment or storage of household goods and POVs.
• Advising family members of the services available through the Red
Cross, Army Emergency Relief, and Army Community Services.
• Moving family members if required.
• Clearing quarters belonging to family members.
• Emphasizing the need for a will.
• Establishing a chain of concern for family support group members to ob-
tain support and information.
3-5
FM 3-35.4 ________________________________________________________________________________
OVERSEAS ORIENTATION
3-14. Before deployment, unit commanders brief their units on the pro-
jected AO. The briefing should include mission and threat; geography (loca-
tion, topography, and climate); people (population, race, religion, customs,
values, and language); history; economy; infrastructure; natural resources
and special environmental considerations; defense forces; political systems;
local laws; SOFA; force protection; and hazards of the area.
MAINTENANCE
3-17. Maintenance is an essential facet of vehicle preparation for deploy-
ment. Consideration must be given to the special requirements associated
with hot and cold weather environments.
3-18. For hot climates or deserts, units must have special parts, oils and
lubricants. Rust forms faster in high temperatures and tire life is shortened.
Oil is consumed more quickly in diesel powered engines. Before deploying to
this environment units should consult technical bulletin (TB) 43-0239 and
FM 3-97.3 (90-3). For deployments to cold weather climates, unit personnel
should consult the appropriate TMs and FM 4-30.32 (9-207).
3-19. The Army Materiel Command will assist units with deployment. As-
sistance may be requested through the Logistics Assistance Representatives
and the installation Logistics Assistance Office. Types of assistance include
application of immediate and urgent modification work orders, packaging,
and calibration.
3-6
_________________________________________________________________________________ Chapter 3
REAR DETACHMENT
3-23. Requirements for rear detachments always exist when units deploy.
Nondeployable personnel and equipment (organizational and personal) re-
quire positive control. Rear detachments must be trained to perform their
critical tasks:
• Installation or facility control.
• Administrative responsibility of nondeployed personnel.
• Storage of POVs and weapons.
• Disposition of personal property.
• Family assistance in updating soldier status.
• Unit property management.
• Provision of Class A agent.
• Security management.
3-7
FM 3-35.4 ________________________________________________________________________________
SECURITY
3-24. Equipment should be guarded while it is being staged at the installa-
tion, or at railheads, or en route to POEs. Units may consider assigning su-
percargoes to accompany the equipment. (During transit from the seaport of
embarkation (SPOE) to the seaport of debarkation (SPOD)). As a minimum,
equipment should be protected against theft and pilferage. Deploying units
normally wire ignition keys of deploying vehicles to the steering column.
When containers are padlocked, two sets of keys will be available for each
locked item (one set for the supercargoes or escorts and one set for the custo-
dian). A key custodian is appointed to assist with specialized cargo that may
require keys. (See Appendix I for handling classified and sensitive cargo.)
3-25. When handling classified material, the deploying unit performs the
following steps before deployment:
• Disposes of nonessential files according to AR 380-5, and local SOP.
• Consults security or information management directorate for disposition
of classified or cryptographic material.
• Prepares classified cargo for shipment.
• Assigns escorts or supercargoes for classified cargo.
3-8
_________________________________________________________________________________ Chapter 3
eration, the time value of deployment facilities is at its peak. Any time these
facilities are not operating at maximum efficiency is lost time and slows the
deployment process.
3-9
FM 3-35.4 ________________________________________________________________________________
3-10
_________________________________________________________________________________ Chapter 3
units (soldiers and their equipment) for deployment by air from the aerial
port of embarkation (APOE) at Ramstein Air Base. The DPC may provide a
staging area for equipment (including helicopters), air pallet building facili-
ties, maintenance support, fueling and defueling capability, ammunition sup-
port, and communication and automation support to the deploying unit. The
DPC also provides life support for deploying and redeploying units transiting
at the APOE.
3-38. The processing concludes with the Air Force joint inspection at the
airfield. Upon successful completion, the equipment is moved in chalk forma-
tion to the ready line. The DPC may also operate the personnel holding area
at the airfield.
"...terrorists should know that we will not simply play passive defense. America will de-
fend itself and its interests through active measures..."
Former Secretary of Defense, William Cohen
3-11
FM 3-35.4 ________________________________________________________________________________
3-12
_________________________________________________________________________________ Chapter 3
3-13
Chapter 4
The first surge began with the need to put combat power on the ground in Saudi
Arabia as quickly as possible. The decision to deploy the 82d Defense Ready Bri-
gade (DRB1) meant that the United States (U.S.) Transportation Command
(USTRANSCOM) had to provide the 82d with 250 C-141 equivalents, though
USTRANSCOM could only guarantee 90.
Within hours, C-141 and C5A aircraft from U.S. bases all over the world were
landing at Pope Air Force Base. Because the Air Force was unable to predict ei-
ther type of aircraft arriving or the times of arrival, 1st Corps Support Command
(COSCOM) Transportation Corps soldiers were constantly reconfiguring loads
based on the type of aircraft and needs to fit tactical exigencies in Saudi Arabia,
making for an extremely demanding mission. As aircraft landed, little time was
wasted. Aircraft loads were often reconfigured and loaded within minutes of the
aircraft touching down.
Spearhead of Logistics
A History of the U.S. Army Transportation Corps
Contents
4-1
FM 3-35.4 ________________________________________________________________________________
PRINCIPLES
4-1. Principles discussed earlier are applicable to fort-to-port movement
in general and specifically to APOE and SPOE operations.
• Precision in all movements, units and support elements, being neither
late nor early to the ports, reduces lost capacity, and the payoff is a re-
duction in the time required for force closure.
• The synchronization of fort-to-port deployment activities limits waste of
critical resources. All organizations involved must work together to affect
a smooth and timely deployment.
• Knowledge creates an environment where sound and timely decisions can
be made. A complete understanding of the processes, including the auto-
mated information systems (AIS) used, is paramount for a smooth de-
ployment.
• The speed achieved in each phase and through each node affects the ve-
locity of the entire force projection process. To get to the fight as quickly
as possible, speed is essential in the loading and unloading of unit cargo.
LIAISON OFFICER
4-2. A liaison officer from the deploying unit to each POE is critical to the
unit’s smooth transit at the port and the achievement of precision, synchroni-
zation, knowledge and speed. Liaison is defined as contact or communication
maintained between elements of military forces or other agencies to ensure
mutual understanding and unity of purpose. It is an effective way for deploying
units, particularly separate brigade and higher level organizations, to ensure
the commander’s intent is understood and properly influences the deployment
process. It can also reinforce safety, resolve problems, limit the time required
4-2
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for decisions, and keep the commander informed. A liaison team can directly
improve the synchronization between an installation and port activities.
CONVOY OPERATIONS
4-3. Most units conduct convoy operations to get to the ports of embarka-
tion. A convoy is a group of vehicles organized for the purpose of control and
orderly movement under the control of a single commander. Theater policy
(OCONUS unit), standardization agreement, or the HN directs the minimum
number of vehicles in a convoy. In the absence of policies to the contrary, con-
voys consist of six or more vehicles. Vehicles in a convoy are organized into
groups to facilitate command and control, and normally move at the same
rate.
4-4. To assist in centralized convoy management, FORSCOM has devel-
oped and implemented a computerized mobilization movement control sys-
tem/program known as MOBCON. The MOBCON software uses the national
highway transportation network (NHTN) in conjunction with a system of
nodes (road junctions, critical points) and links (road segments between
nodes). About 380,000 miles of roadway with 28,500 nodes and 45,000 links
represent this network. MOBCON software uses the electronic NHTN
database to schedule and deconflict convoys within CONUS. The deconflic-
tion process permits only one convoy to operate over a segment of road at any
given time. Normally, accomplishment of this process occurs by changing
times of movement or rest halt duration. MOBCON usually separates con-
voys by a 10-minute time gap. MOBCON provides visibility of all military
traffic processed in the system. It links all DMCs and provides a means of
communication. A convoy processed in one state and passing through other
states has immediate visibility of all MOBCON users.
4-5. FM 4-01.40, (55-30), DoD 4500.9, and AR 55-80 contain additional in-
formation concerning convoy operations and MOBCON . See Appendix J for a
convoy commander’s checklist and a convoy briefing outline.
4-3
FM 3-35.4 ________________________________________________________________________________
RAIL OPERATIONS
4-6. Although most units conduct convoy operations to get to the POE, not
all units or power projection platforms are located within driving distance to
seaports, and not all cargo, particularly for heavy forces, is transportable by
military or commercial truck. In these cases, rail travel is used. The railroad
facilities serving the POE may be at the head of a pier or at an inland trans-
fer point. The transfer point may be truck-to-rail or amphibian-to-rail. Ter-
minal service units will load or unload rail equipment during cargo-handling
operations. These units must plan rail-loading procedures and secure cargo
on rail cars. They must also know the type of equipment required at destina-
tion to load and unload cargo to minimize the amount of rail equipment used
and to make the loading/unloading as simple and quick as possible. See FMs
4-01.41 (55-20 and 55-21), FM 4-01.50 (55-17), and Appendix H for more in-
formation on rail operations.
SEAPORTS
4-7. There are essential activities involved in port operations that involve
DoD and Army units and ad hoc organizations. The following is a description
of these key organizations and of the areas in which they operate at seaports.
4-4
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4-5
FM 3-35.4 ________________________________________________________________________________
Note. Visit the MSC web site at www.msc.navy.mil for further description
and guidance of activities and functions.
COAST GUARD
4-14. The Coast Guard’s tasks in the maritime aspects of major theater
warfare encompass critical elements of naval operations in littoral regions,
including port security and safety, military environmental response, mari-
time interception, coastal sea control and force protection. This includes har-
bors, channels, approaches, and vessels that are in these areas. The USCG
physical security plan is integrated with the port commander's physical secu-
rity plan for developing and maintaining comprehensive physical security
and antiterrorist plans. The USCG’s operational capabilities figure impor-
tantly in small-scale contingencies and port security in overseas theaters, as
well as in other important MOOTW missions. The role of the USCG in de-
ployment security takes on a greater importance, as adversaries of the
United States are more likely to engage in asymmetric warfare. In addition
to waterside physical security, the USCG's other duties include—
• Regulating the shipping, handling, and pierside storage of hazardous
cargo, and interfacing with military authorities, as the senior DoD port
safety agent.
• Issuing hazardous cargo permits.
• Supervising vessel fire prevention programs.
4-6
_________________________________________________________________________________ Chapter 4
Note. (Visit the USCG web site at www.uscg.mil for further description and
guidance of activities and functions).
4-7
FM 3-35.4 ________________________________________________________________________________
SUPERCARGO
4-19. Supercargoes are unit personnel designated on orders to accompany,
secure, and maintain unit cargo on board ships. They perform liaison during
cargo reception at the SPOE, shipload and discharge operations, and SPOD
port clearance operations. The deploying unit may have to provide supercar-
goes to accompany cargo aboard ships.
4-20. Unit commanders recommend the composition of supercargoes based
on several factors including the amount and types of equipment loaded
aboard the ship and the number of units with equipment on the ship. How-
ever, MSC determines the actual number of supercargo personnel permitted
on board, based on the berthing capacity on the ship. Off-load preparation
parties (OPPs) may be deployed with the advance party to assist in vessel
discharge.
SUPPORT INSTALLATIONS
4-22. Support installations (SI) plan for supporting units in their area of
responsibility. Mobilization stations (MS) plan for the deployment of their
units. Fifteen major installations, designated Power Projection Platforms
(PPPs), deploy high priority AC and USAR units. Twelve additional installa-
tions, designated Power Support Platforms (PSPs), perform training base ex-
pansion missions, mobilize both individual USAR soldiers and units, and
plan to conduct strategic deployments. Other installations on which AC units
are stationed also plan to conduct strategic deployments. These specially
trained units are deployed to the TTB to assist in deployment activities.
Some of these activities include establishing and operating the marshaling
area, providing the PSA, coordinating and controlling the billeting and mess-
ing areas, securing unit protected cargo, providing a vehicle wash area, pro-
viding local transportation, when needed, and providing parking, fueling and
emergency maintenance services. Members of the SI are also versed on the
use of WPS, IBS, ICODES, interrogators/readers, and GBLs. As part of an-
nual training, AC and USAR units work with the POC as cargo and transpor-
tation specialists.
4-8
_________________________________________________________________________________ Chapter 4
DEPLOYING UNIT
4-23. At the SPOE, the deploying unit also has responsibilities. These re-
sponsibilities include establishing a relationship with the unit that controls
the marshaling area, identifying personnel and equipment to be moved, iden-
tifying cargo requiring special and hazardous handling, and providing
trained load teams. (A more detailed listing of deploying unit responsibilities
appears later in this chapter). (See figure 4-1, Notional SPOE, for a sug-
gested layout of the SPOE and the activities/organizations necessary for de-
ployment.)
MARSHALING AREAS
4-24. Support installations establish a final en route marshaling area, if
space permits, where unit equipment is configured for overseas movement
before entering the port staging area. This marshaling area is designated by,
and under the control of, the support installation and serves to facilitate the
call forward of equipment.
4-25. There is no set organization or physical layout for a marshaling area.
It is organized to meet operational requirements within available space by
grouping related functions. Cargo may be subdivided into any number of
4-9
FM 3-35.4 ________________________________________________________________________________
categories, but usually does not include the containers. The categories and
the volume of cargo in each category play a significant role in the marshaling
area. The most widely used categories are containerized, roll-on/roll-off
(RO/RO), and special (oversize, heavy lift, hazardous, and security) cargo.
4-26. Regardless of the type of cargo, marshaling areas should provide for
the following activities and elements:
• Act as a central control and inspection point with multiple lanes for cargo
entering or exiting the marshaling yard. Containers are usually segre-
gated into a separate location in the marshaling yard.
• Act as auxiliary internal checkpoints (CPs) for containers and cargo en-
tering the yard from a beach, or a rail spur, or by helicopter to a landing
zone within the yard.
• Act as the segregator of inbound containers and cargo, separating by size
and type and, within these groupings, by priority, destination, and spe-
cial handling (security, mail, hazardous, and so forth).
• Provide a traffic circulation plan showing movement flow into, through,
and out of the marshaling area.
• Repair minor damage to containers.
• Provide equipment parking.
• Facilitate unit maintenance of equipment.
• Facilitate messing and comfort facilities.
• Provide a spill contingency plan including emergency supplies and
equipment for isolating and disposing of HAZMAT spills.
• Provide emergency response plan for fire or other emergencies.
4-27. In addition to the space for temporary storage of containers, there
should be space for any required container repackaging, container repair, or
other operational or administrative functions. Space requirements are influ-
enced by type, size, and number of containers handled, length of time con-
tainers are held in the marshaling area, and container handling equipment
(CHE) available.
4-28. The marshaling area is located as near the vessel, rail, air, or truck
discharge or load site as practicable. Enemy capabilities and activities may
require dispersion of activities or affect selection of marshaling yard location.
STAGING AREAS
4-29. Staging at the SPOE is used for assembling, holding and organizing
personnel, equipment, and sustaining material in preparation for onward
movement from the port. Staging allows the port manager to maximize port
throughput capability by strategically placing personnel, equipment and sus-
taining material in such a way as to make loading quick and efficient. The
staging area is the general locality established for the concentration of these
units, unit personnel, and sustaining materials.
4-30. With the move toward the IBCT/objective force and the invent of the
large medium speed roll/on-roll/off ships (LMSRs), time spent in staging is
critical. The LMSR has been built to accomplish the loading and unloading of
equipment in a total of ninety-six (96) hours combined. Operational tests on
4-10
_________________________________________________________________________________ Chapter 4
the LMSRs show that the majority of the ninety-six hours is taken up in the
loading process. Thus, the function of staging profoundly affects the time re-
quired to move the force forward.
OBSERVATION: Ship loading operations are prolonged when staging areas are
disorganized.
DISCUSSION: The vehicles of one unit were parked in no particular scheme or
sequence. This hampered loading operations of the port. The unit marshaling
areas are used to receive convoys and process vehicles before they are staged
for loading. Preventative maintenance checks and services (PMCS) are performed
as well as any required organizational or direct support maintenance; nested loads
(secondary loads on prime movers) are checked for security and documentation.
LESSON: A representative from the major unit (brigade or regiment) should be at
the port from the beginning of the load out and be authorized to make decisions
regarding priorities. Park vehicles by type of vehicle first, then further divide them
by subordinate unit. The major unit indicates its priority for loading by the order in
which the vehicles are parked. This is beneficial to both the deploying units in po-
sitioning vehicles and the terminal transportation unit (TTU) in calling vehicles for-
ward for loading.
Call 90-11 Special edition, Getting to the Desert
AIRPORTS
4-31. The Aerial Port of Embarkation (APOE) is the interface between land
transportation and strategic airlift. Departure airfield operations occur in
four separate areas and involve activities of the unit, (which have already
been discussed), the A/DACG, and the tanker airlift control element
(TALCE). These areas are the marshaling area (MA), the alert holding area,
the call forward area (CFA), and the ready line and loading ramp area. (See
figure 4-2, Notional Aerial Port of Embarkation, for details.) Some of the du-
ties within these areas mirror those that occur in the SPOE. Appendix K con-
tains equipment preparation and joint inspections procedures. See FM 55-9,
for further guidance. Responsibilities are discussed below.
4-11
FM 3-35.4 ________________________________________________________________________________
4-12
_________________________________________________________________________________ Chapter 4
MARSHALING AREA
4-34. The marshaling area is located at the airfield or in the vicinity of the
airfield. Marshaling area activities are the responsibility of the deploying
unit and the deploying commander. The marshaling area activities should
take place as close as possible to the departure airfield. Its location should
not cause unnecessary congestion to airfield operations or undue hardship to
the deploying unit.
DACG Responsibilities
4-37. The DACG arranges for technical assistance with the supporting in-
stallation, when necessary, and provides a liaison between the deploying
units and the supporting installations.
Unit Responsibilities
4-39. At the alert holding area, the deploying unit checks in with the alert
holding area team chief and completes final preparation and assembly of per-
sonnel, cargo, and equipment into individual chalks. The unit ensures, in co-
ordination with the DACG, that aircraft loads arrive on time. The unit also
4-13
FM 3-35.4 ________________________________________________________________________________
provides the DACG with passenger and/or cargo manifests, load plans, and
any other required documentation. This is the opportunity for units to correct
any load discrepancies identified during pre-inspection. Control of chalks is
transferred to the DACG upon completion and acceptance of personnel,
cargo, and equipment. Normally, personnel assigned to work the alert hold-
ing area do not deploy.
DACG Responsibilities
4-40. At this point, the DACG assumes control of the chalks from the units.
The DACG, in coordination with the deploying unit and the TALCE, ensures
loads arrive at the alert holding area on time, receives, inventories, and con-
trols aircraft loads as they arrive into the area, and inspects aircraft loads to
ensure they are complete and correctly prepared. The DACG also inspects
documentation for accuracy and completeness, inspects HAZMAT for proper
loading and documentation, verifies weight and balance markings, and estab-
lishes a discrepancy correction area. The DACG coordinates with the SI for
MHE support as needed, and provides emergency maintenance, POL, and re-
lated services, when required to complete the out-loading mission. Once these
duties are completed, the DACG directs the chalks to the call forward area.
Unit Responsibilities
4-42. After the deploying unit corrects the discrepancies found during the
JI, it arranges its vehicles (with drivers), pallets, and equipment into the call
forward load (chalk) sequence.
DACG Responsibilities
4-43. Within the call forward area, the DACG establishes and maintains
communications with the TALCE and deploying units, ensuring the deploy-
ing unit adheres to the established movement timetable. The DACG provides
a passenger holding area, if necessary. The DACG checks HAZMAT docu-
mentation and load plans, refines the upload sequence, and assists with the
JI of aircraft loads and manifests. It ensures that passenger/cargo manifests
are correct and maintains statistical data to account for the current status of
all unit personnel and equipment scheduled for air movement, as well as
maintaining a final corrected copy of each passenger/cargo manifest and in-
spection record. The DACG provides fueling and defueling capability, emer-
gency maintenance for vehicles being transported, and other emergency ser-
vices as agreed upon during joint planning. The DACG provides load team
4-14
_________________________________________________________________________________ Chapter 4
personnel and support equipment and ensures the load team members are
properly outfitted with safety equipment. Finally, the DACG escorts aircraft
loads to the ready line and ensures that all personnel are briefed on flight
line safety procedures and requirements. Once the unit is ready to move to
the ready line, the DACG provides data to the TALCE for reporting to the
Global Transportation Network (GTN) to provide ITV.
TALCE Responsibilities
4-44. At the call forward area, the TALCE coordinates with the DACG on
all changes required by aircraft configuration or availability changes, pro-
vides a chief for each loading team, and provides airflow information to the
DACG. The TALCE is also part of the JI team, along with the DACG and
unit representatives. The TALCE notifies the DACG to dispatch loads/chalks
to the loading ramp area ready line and provides a passenger briefing guide
for briefing the troops on on/offload procedures and vehicle drivers and pas-
sengers on flight line safety, driving procedures and safety procedures and
precautions. Finally, the TALCE transmits ITV data to GTN.
DACG Responsibilities
4-46. At the ready line and loading ramp area, the DACG transfers control
of the aircraft loads to the TALCE, provides load teams to assist in loading
and securing aircraft loads, maintains coordination with the deploying unit
representatives and TALCE, and obtains individual aircraft load completion
times from the TALCE.
TALCE Responsibilities
4-47. At the ready line and loading ramp area, the TALCE ensures that all
drivers have been briefed on flight line safety, coordinates with the aircraft
loadmasters and ensures that loads are placed aboard the aircraft in time to
meet the scheduled departure, and provides (if required) and operates MHE
and special loading equipment. The TALCE follows the directions of the load
team chief or passenger escort, maintains liaison with the aircraft crews and
the DACG, and accepts planeloads from the DACG and loads them aboard
the aircraft, correctly positioned and at the proper aircraft at the specified
time. The TALCE maintains communication with the DACG and deploying
units and provides the aircraft loadmaster with the required copies of the
passenger/cargo manifests and retains a copy for the TALCE files.
RAILHEAD
4-48. Railways may be the only means of transport necessary to accomplish
some deployments. An intratheater move of some elements of a deploying
force may complement deployment from CONUS or other OCONUS loca-
tions. An example of rail supported deployment would be the movement of
units from HSs in Germany to Bosnia.
4-15
FM 3-35.4 ________________________________________________________________________________
4-16
Chapter 5
“"Victory is the beautiful, bright-colored flower. Transport is the stem without which it
would never bloom."
Sir Winston Spencer Churchill (1874-1965)
CONTENTS
5-1
FM 3-35.4 _________________________________________________________________________________
5-2
_________________________________________________________________________________ Chapter 5
5-3
FM 3-35.4 _________________________________________________________________________________
ploying units for the use of AIS in movements to ports of embarkation. Criti-
cal actions include developing accurate source data in deployment AIS for ini-
tial TPFDD development and refinement. All unit equipment for shipment is
prepared using linear or 2D bar code MSLs and RF tags. All personnel de-
parting the MSC are identified. The MSC establishes procedures for the use
of deployment AIS/AIT at the deployment nodes to ensure the mission is ac-
complished.
5-7. Since MSCs are not found at all locations, the installation and other
organizations that support movements of deploying units (garrison com-
mands, ASGs, base support battalions [BSBs]), and designated pusher units,
plan for the use of AIS in force projection operations. Critical actions include
developing accurate source data in deployment AIS for initial TPFDD devel-
opment and refinement. All unit equipment for shipment is prepared, using
AIT devices, to include proper documentation (linear and 2D bar code MSL),
and RF tags. All personnel departing the installation are identified. The in-
stallation establishes procedures for the use of deployment AIS/AIT at the in-
stallation nodes to ensure the mission is accomplished.
5-8. Installations have taken different approaches for accomplishing their
deployment support mission. The AIS tasks performed at the installation
level are basically the same, while the organizational approaches may differ.
It is important to remember that the deploying unit retains the responsibility
for ensuring that these actions occur. The unit needs to work in partnership
with the MSC and/or installation to guarantee a smooth deployment. AIS-
related tasks at this level include—
• Review, verify, and coordinate deployment plans.
• Establish procedures for unit movement data maintenance and report-
ing—review and verify unit movement data.
• Maintain a current copy of OELs on file.
• Establish MSC-level procedures for properly placing bar coded MSLs,
RFID tags, OMCs, and any other AIT data storage devices on equipment
to ensure their readability and protection.
• Verify that all unit equipment is properly marked before movement via
any mode of transportation.
• Maintain ITV network using AIS with RF AIT technology to monitor de-
ployment of unit equipment, personnel, and accompanying supplies.
• Maintain communications infrastructure to support the AIS for deploy-
ment.
5-9. MSC and installation SOPs must clearly define staff and unit respon-
sibilities and address the use of deployment AIS. (Deployment AIS is defined
as the automated information systems (TC AIMS II, JOPES) used in support
of deployment operations). At a minimum, the following areas should be con-
sidered:
• Identification of automated information systems where source data re-
sides (TC-AIMS II server, regional ITV server) and what command level
is responsible for the data’s accuracy.
• Define the process in deployment AIS for use of CAC technology for de-
ployment and redeployment of personnel.
5-4
_________________________________________________________________________________ Chapter 5
• Define the process in deployment AIS for use of bar codes, OMC, RFID
and other AIT devices for deployment/redeployment of unit equipment
and sustainment cargo.
• Establish quality control procedures to ensure all personnel and equip-
ment have accurate source data for documentation and for the use of AIT
devices, such as labels, RF tags and common access cards.
• Identify the location of RF AIT interrogators and readers to capture all
deployments from the installation (for example, gates, airfields, passen-
ger (PAX) loading area).
• Identify procedures for requesting additional deployment AIS capability
when requirement exceeds capability or there are problems with AIT de-
vices.
• Identify procedures for maintenance of deployment AIS.
• Identify communications infrastructure supporting the deployment AIS.
• Identify procedures for the accountability of AIT devices.
• Identify procedures for using deployment AIS in PSA/DACG support mis-
sions.
• Identify procedures for using deployment AIS to support en route-to-POE
tracking.
• Identify deployment AIS systems architecture that provides source data
to JOPES and ITV systems.
5-5
FM 3-35.4 _________________________________________________________________________________
5-6
_________________________________________________________________________________ Chapter 5
5-7
FM 3-35.4 _________________________________________________________________________________
veloping enabler that, when fully implemented, will be accessible by AIS and
enhance deployability. Installation responsibilities concerning the CAC will
be further defined as the technology is integrated.
5-18. Installation consolidated SRP sites will eventually have the capabil-
ity to produce/update common access cards. As soldiers complete the SRP
process, their personal deployment information is encrypted onto a card. The
CAC then captures movements as the soldier travels through the deployment
process. CAC use eliminates the need for paper manifesting of soldiers as
they board transportation moving from the installation to the POE.
BRIGADE EQUIVALENT
5-19. Home station is the permanent location of active and USAR
component units. After receiving the alert or warning order of an impending
deployment, the unit has AIS/AIT-related responsibilities at HS. All brigade
equivalent units develop deployment plans. They may have several deploy-
ment plans based on the contingency operations they support. Each plan may
involve different task organizations of equipment, personnel, and accompany-
ing supplies that the unit must deploy by a variety of modes. Before depar-
ture from HS, the UMO creates a UDL in a TC-AIMS II deployment plan.
The brigade equivalent headquarters or the supporting installation verifies
the accuracy of the plan data and forwards the plan to the plans and opera-
tions section of its higher headquarters. The higher headquarters imports
the plan into the JFRG II. This file is then forwarded to the operations center
that updates JOPES. The installation unit movement coordinator or move-
ment control element produces a movement plan using TC-AIMS II and coor-
dinates transportation support for the movement plan.
5-8
_________________________________________________________________________________ Chapter 5
Bar code labels were missing from the majority of Kosovo Peacekeeping Force
(KFOR) cargo arriving at the port. In addition, advanced data received from TC-
ACCIS was inaccurate. All consignor and consignee fields were filled with the de-
fault code of “111111” so the port operators could not use AIT or AIS to verify the
unit that was shipping the equipment and the unit that would receive the equip-
ment. Additionally, there were problems reading bar code labels because opera-
tors were inputting the letter ‘O’ rather then the number ‘0’ in the transportation
control numbers (TCN). This error caused WPS to reject the TCN. This rejection
caused delays in passing the information from WPS to ICODS. These errors
caused delays in stow planning and loading vessels while port documentation per-
sonnel manually corrected the information problem.
Kosovo After Action Report
5-22. The UMO refines the UDL after receipt of the alert order or warning
order before movement to the POE. The unit updates its load plans and pro-
duces accurate MSLs and required RFID tags.
5-23. Deploying units properly label and tag their equipment and update
AIS before beginning the deployment. By ensuring AIT data storage devices
are accurate, properly attached to unit equipment, and readable, units facili-
tate ITV with limited human intervention at the other transportation pipe-
line nodes. Inaccurate data and manual data collection procedures for arriv-
ing units at reception nodes slow the deployment process.
5-24. Units develop SOPs to support the readiness standard operating pro-
cedures (RSOP). The RSOP specifies procedures, responsibilities, and quality
controls for ensuring that all equipment is properly bar coded, to include lo-
cation of MSLs on equipment and containers. The RSOP assigns responsibili-
ties and procedures for using deployment AIS in the unit marshaling and
staging area while preparing for deployment.
5-9
FM 3-35.4 _________________________________________________________________________________
5-10
_________________________________________________________________________________ Chapter 5
5-11
FM 3-35.4 _________________________________________________________________________________
5-33. The unit verifies personnel manifests and ensures all soldiers have
accurate and up-to-date CACs, when available. The army command control-
ling the marshaling area (may be a supporting installation, DACG, or other
designated unit/command)—
• Scans arriving soldier’s CACs for internal accountability and for ITV re-
porting requirements, if the marshaling area is on the air base. If this is
the initial arrival area for soldiers at the APOE, procedures must be in
place to report this data to GTN within one hour of the arrival, in accor-
dance with the DoD AIT Implementation Plan standards.
• Assists the unit in correcting any CAC deficiencies.
• Scans all CACs and matches the data against the manifest as soldiers
depart the marshaling area for the passenger holding area.
5-34. Normally a distinct passenger holding area is established near the
APOE. The Air Mobility Command or other Air Force elements operate the
passenger holding area. Soldiers arriving from the marshaling area link up
with soldiers assigned duties loading unit equipment aboard the aircraft. As
soldiers arrive, the DACG, or other supporting Army elements, verify per-
sonnel information against the unit manifest. The DACG assists in making
any final manifest corrections. When notified, the DACG passes control of
deploying soldiers to the Air Force element along with an electronic copy of
the personnel manifest. The Air Force element loads this electronic data into
GATES or R-GATES and passes departure data to GTN within one hour of
aircraft takeoff.
MARSHALING AREA
5-36. An equipment marshaling area can be on the installation, near the
airfield, or in both locations depending on the deployment situation. Not all
deployments require the establishment of a marshaling area at the APOE.
Based on the deployment timeline, distance between the HS and the APOE,
space requirements, and marshaling space available at the APOE, a mar-
shaling area may be established near the port facility for equipment consoli-
dation. The supporting installation or area support group whose geographical
area of responsibility controls the area around the port complex normally op-
erates the marshaling area.
5-12
_________________________________________________________________________________ Chapter 5
CALL-FORWARD AREA
5-41. The call-forward area of the airfield is where the unit and Air Force
element conduct joint inspection of equipment and air load plans are devel-
oped in the automated air load planning system (AALPS). The call-forward
area is under the control of the DACG (or designated Army element). The
unit, with assistance from the DACG, corrects all deficiencies found during
joint inspections.
5-13
FM 3-35.4 _________________________________________________________________________________
5-14
_________________________________________________________________________________ Chapter 5
5-49. Data collected by AIT (linear and 2D bar code and RFID tags) are
passed to GTN and WPS. MTMC has one hour to report POE arrival of unit
5-15
FM 3-35.4 _________________________________________________________________________________
equipment by WPS to GTN, and four hours to report POE arrival of sustain-
ment cargo.
MARSHALING AREA
5-51. Not all deployments require the establishment of a marshaling area
at the SPOE. If a marshaling area is established, the supporting installation
or ASG whose geographical area of operation controls the area around the
port complex normally runs it. SPOE responsibilities should be identified
during planning and coordination before any deployment operations are exe-
cuted. The key deployment AIS/AIT considerations at the marshaling area
are—
• Capturing the movement of all unit equipment and sustainment cargo
arriving and departing the area.
• Verifying AIT data storage devices are properly affixed to the equipment.
5-52. Units should correct problems found with AIT data storage devices. If
the unit is not located in the marshaling area, the organization operating the
marshaling area should make these corrections.
VESSEL LOADING
5-54. MTMC controls all equipment departing the staging area for vessel
loading. Normally the equipment is scanned at the final stowage location.
Scanned data is passed to the WPS. WPS then uses an electronic data inter-
change transaction and sends the ship’s final manifest to the GTN and the
SPOD WPS. For unit movements, this data must be visible in GTN within
one hour of ship departure. For sustainment shipments, that data must be
visible in GTN within four hours. MSC reports ship departure from the port
complex.
5-16
_________________________________________________________________________________ Chapter 5
5-17
Appendix A
A-1
FM 3-35.4 ________________________________________________________________________________
A-2
_______________________________________________________________________________ Appendix A
A-3
FM 3-35.4 ________________________________________________________________________________
A-4
_______________________________________________________________________________ Appendix A
A-5
FM 3-35.4 ________________________________________________________________________________
A-6
_______________________________________________________________________________ Appendix A
A-7
FM 3-35.4 ________________________________________________________________________________
mission of deployment. Deploying commanders and their staff will use TC-
AIMS II to translate information about the mission into detailed and realistic
movement plans for the deployment. This translation occurs in a short time
frame—capturing the continual changes to available lift assets, mission de-
tails, and unit assets allocated to support the mission.
A-26. Deployment managers (acting for commanders) will use TC-AIMS II
to—
• Coordinate strategic lift missions via air and water.
• Schedule unit convoy movements.
• Schedule interrelated deployment events.
• Prepare load plans for vehicles, rail cars, aircraft or ships.
• Prepare DTR/Electronic Data Interchange (EDI) documentation.
• Account for equipment, personnel, and consumable supplies.
A-8
_______________________________________________________________________________ Appendix A
A-9
FM 3-35.4 ________________________________________________________________________________
its subordinate units. While the headquarters itself may deploy, these actions
occur.
A-31. The staff elements served by TC-AIMS II deployment processing
software are the S3 and S4 staff. TC-AIMS II provide the tools to allow these
staff elements to—
• Accomplish the same tasks outlined for the battalion/separate company
UMO.
• Consolidate equipment/personnel and sustainment supply lists for all
subordinate and supporting units into a battalion, group, brigade, or task
force deployment plan.
• Review and direct changes to deployment plans created by subordi-
nate/task force units.
• Forward a consolidated battalion, group, brigade, task force or similar
deployment plan to the TC-AIMS II server at the division, COSCOM,
corps, or ITO where command/installation deployment managers can re-
view it, consolidate it with other plans, and procure transportation ser-
vices to execute the plans.
• Prepare a deployment schedule of events/flow table to use as a manage-
ment tool. The flow table establishes time frames for events to occur, re-
cord the times that events occur, and assess the deployment status.
• Receive TPFDD information from command/installation deployment
managers and record the information that completes the TPFDD.
• Maintain unclassified record copies of deployment plans for exercises and
contingencies. When the headquarters is alerted to deploy, review and
update these record copies to form a template for the deployment.
A-32. Each U.S. Army battalion and higher headquarters is required to re-
ceive TC-AIMS II software, two computers (S3 and S4), and AIT equipment.
The S3 staff is responsible for defining the deployable force and the se-
quence/priority for the deployment increments. This definition is an evolving
process, as more information is known about the mission parameters. The S3
staff must know what is happening with the deployment and must provide
new guidance approved by the commander when more is known about the
mission. The S4 staff is responsible for creating and executing a deployment
plan that meets the commander’s mission objectives. For complete success,
both the S3 and S4 staffs need to know the same things about the deploy-
ment at the same time.
A-10
_______________________________________________________________________________ Appendix A
A-34. AALPS allows military air load planners to quickly and efficiently es-
timate airlift requirements, plan force packages, and modify aircraft loads.
AALPS rapidly provides estimates of airlift requirements for a given list of
equipment and passengers and takes into account the unique loading re-
quirements for the delivery methods used on all U.S. military and Civil Re-
serve Air Fleet (CRAF) cargo aircraft. AALPS allows users to create and save
contingency force packages in advance of a mission. This saves time and
avoids input errors during deployment. The system has the capability to
print approved load plans as well as various load and movement reports.
A-11
FM 3-35.4 ________________________________________________________________________________
A-12
_______________________________________________________________________________ Appendix A
A-13
FM 3-35.4 ________________________________________________________________________________
A-14
Appendix B
The TPFDD is the JOPES data-based portion of the operational plan; it contains
time-phased force data, non-unit related cargo and personnel data, and move-
ment data for the operational plan including:
• In-place units.
• Units to be deployed to support the operational plan with a priority indicating
the desired sequence for their arrival at the port of debarkation.
• Routing of forces deployed.
• Movement data associated with deploying forces.
• Estimates of non-unit related cargo and personnel movements to be conducted
concurrently with the deployment of forces.
• Estimates of transportation requirements, which are fulfilled by a common-user
lift resources, as well as those requirements that can be fulfilled by assigned or
attached transportation resources.
(Joint Pub 1-02)
B-1. The Time-Phased Force and Deployment Data (TPFDD) is one of the
most vital elements of a major deployment. It is the database list of units and
sustainment requirements needed to execute the operation plan (OPLAN). It
phases them into the theater of operations at the times and places required
to support the concept of operations. Its development and refinement are
critical to achieving executable OPLANs and to developing executable opera-
tion orders when using an approved TPFDD in crisis action planning. The
TPFDD integrates force requirements, support requirements, and transpor-
tation requirements into a single process planning instrument. (For clarifica-
tion purposes, a TPFDL is the actual list generated by the TPFDD, when
queried).
B-2. The supported combatant commander/JFC in coordination with the
Service component commands develop TPFDDs. The units necessary to meet
the required capabilities are provided by the force provider (any unified
commander providing forces to the JFC).
B-3. Development of TPFDDs occurs through an iterative refinement
process. CJCS orders on behalf of the SECDEF provide the base documents
defining the approved forces to be sourced and entered in a TPFDD. The sup-
ported commander, in coordination with the supporting commander, defines
initial force requirements in terms of unit type codes (UTCs), unit line num-
bers (ULNs), and force modules. ULNs define a precise increment of capabil-
ity. The increments may be based on UTC, Service component (Army, Air
Force, and so forth) providing organization or time-phased data associated
with movement requirements. Force modules are groupings of ULNs used for
TPFDD analysis and force tracking. Typical force module categories include
B-1
FM 3-35.4 ________________________________________________________________________________
B-2
_______________________________________________________________________________ Appendix B
B-3
Appendix C
Deployment Binders
C-1
FM 3-35.4 ________________________________________________________________________________
C-2
Appendix D
Deployment Planning
D-1
FM 3-35.4 ________________________________________________________________________________
D-2
_______________________________________________________________________________ Appendix D
Annex 1
Movement Planning Checklist
D-3
FM 3-35.4 ________________________________________________________________________________
D-4
_______________________________________________________________________________ Appendix D
YES NO NA
1. Has the unit properly marked vehicles for convoy movement?
2. Has BBPCT material been considered; requirements identified, sources
identified, and coordination made with the USPFO/SI/MS?
3. Has a reconnaissance of the approved route been made and a strip map
prepared?
4. Have overweight, oversize, or exceptionally slow vehicles been identified and
provisions made for their movement?
5. Is there a listing of contacts, either telephone numbers or addresses,
available along the route in case of incident or accident?
6. Are specific provisions made to preclude the carrying of passengers in the
last vehicle of an element?
7. Are convoy identifying signs available and in good repair?
8. Are trucks that are to carry personnel equipped with first aid kits?
9. Do vehicles that are required to operate at night have the "L" shaped
reflective symbol in the lower left corner of the tailgate?
10. Are flags (BLUE for lead vehicle, GREEN for trail vehicle, and BLACK and
WHITE for the convoy commander) available and in good order?
11. Does each vehicle of the proposed convoy contain a basic highway warning
kit appropriate for the vehicle?
12. Do vehicles transporting compressed gases, explosives, or flammables have
flashing lanterns in lieu of flares or fuses?
13. Have HAZMAT been packed, marked, and placarded according to law and
regulation?
14. Has a properly trained individual certified packing, marking, and placards of
HAZMAT items?
15. Have provisions been made to pay for toll roads, bridges, or others?
16. Have possible rest stops or break areas along the route been identified on
strip maps?
17. Is a comprehensive checklist for the convoy available?
18. Have provisions been made for inoperable vehicle recovery?
19. Has a start point been identified?
20. Has the release point been identified?
21. Has the convoy movement order been reviewed to determine the route?
22. Can bridges and defiles safely accommodate all loaded or tracked vehicles?
23. Are critical points known and listed on strip maps?
24. Has the size of march units been determined?
25. Has the rate of march on the convoy movement order been verified?
26. Has the vehicle interval on open road been determined?
D-5
FM 3-35.4 ________________________________________________________________________________
YES NO NA
27. Has the type of column been determined?
28. Have provisions been made for refueling, if required?
29. Has a suitable bivouac site been selected, if required?
30. Have convoy clearances been obtained, if required?
31. Is an escort required and has it been requested?
32. Are spare trucks available for emergencies?
33. Are vehicles fully serviced, clean, and ready for loading?
34. Are loads proper, neat, and balanced?
35. Are drivers properly briefed?
36. Is the convoy marked front and rear of each march unit?
37. Are guides in place?
38. Are blackout lights functioning?
39. Are maintenance services alerted?
40. Is maintenance truck in rear?
41. Are medics in rear?
42. Is there a plan for casualties?
43. Are all interested parties advised of the estimated time of arrival (ETA)?
44. Is officer at rear of convoy ready to take necessary corrective action such as
investigating accidents and unusual incidents, and changing loads?
45. Has a trail officer been identified?
46. Is there a personnel/cargo loading plan?
47. Has a plan been made for feeding personnel?
48. Has time been established for formation of convoy?
49. Has time been established for releasing trucks?
50. Is a written operation order on hand, if required?
51. Will a log of road movement be required at end of trip?
52. Has weather forecast been obtained?
53. Do all personnel have proper clothing and equipment?
54. Is there a communications plan?
55. Are personnel prohibited from riding in the cargo compartments of vehicles
transporting ammunition?
Are drivers of ammunition briefed on accident emergency response procedures
and the required withdrawal distances in case of a fire? (DD Form 836, Special
Instructions for Motor Vehicles Drivers)
56. Are the marshaling areas for ammunition or explosive laden vehicles 57. 58. 59.
separated from unrelated personnel, equipment, and facilities by the
appropriate distance?
D-6
_______________________________________________________________________________ Appendix D
Ammunition Requirements
1. Is the ammunition basic load (ABL) listing current and available?
2. Is the ammunition basic load listing updated and signed by the
commander (required annually and after MTOE change)?
3. Are pre-positioned DA Forms 581 for requesting ammunition at the
supporting installation?
4. Are procedures for distribution of TAT ammunition and non-TAT
ammunition covered in the unit SOP?
5. Does the unit have a designated supporting ammunition supply point
(ASP) for issue of pre-positioned stocks?
6. Does the unit SOP contain a by-bunker breakout of the ammunition basic
load (ABL)?
7. Are blocking and bracing requirements for packing ammunition for
surface shipment identified and pre-positioned requests provided to the
DEH?
8. Are blocking, bracing, and tie-down materials included in the OEL?
Basic, Prescribed and Operating Loads or Classes I, II, III, IV, and IX
Requirements
1. Are computed stockage levels adequate to support the unit?
2. Are computation lists for unit basic loads (UBLs) on hand and current?
3. Has the unit included provisions for classes of supply in the OEL?
4. Have significant shortages been identified to higher headquarters and
supply support activities for fill upon deployment?
5. Are on-hand UBLs serviceable/deployable?
6. If required by the OPLAN, are the unit commander and supply personnel
aware of requirements, availability, and necessary quantities of
contingency stocks and equipment?
7. Are they aware of points of storage and pickup for these stocks?
8. Is the completed supply request for rations to be consumed en route on
hand and current?
D-7
FM 3-35.4 ________________________________________________________________________________
D-8
_______________________________________________________________________________ Appendix D
D-9
FM 3-35.4 ________________________________________________________________________________
Annex 2
D-10
_______________________________________________________________________________ Appendix D
D-11
FM 3-35.4 ________________________________________________________________________________
D-13
FM 3-35.4 ________________________________________________________________________________
D-16
_______________________________________________________________________________ Appendix D
D-17
FM 3-35.4 ________________________________________________________________________________
D-18
_______________________________________________________________________________ Appendix D
D-20
_______________________________________________________________________________ Appendix D
D-21
FM 3-35.4 ________________________________________________________________________________
D-22
_______________________________________________________________________________ Appendix D
D-23
FM 3-35.4 ________________________________________________________________________________
D-24
_______________________________________________________________________________ Appendix D
D-25
FM 3-35.4 ________________________________________________________________________________
D-27
FM 3-35.4 ________________________________________________________________________________
Annex 3
Blocking, Bracing, Packing, Crating and Tie-down Materials
This annex describes the policy for obtaining and stocking blocking, brac-
ing, packing, crating and tie-down (BBPCT) materials and related railcar
loading equipment for all mobilizing and deploying units. "BBPCT in
Support of Full Mobilization" is the official, all-encompassing title for the
program. It includes all materials required to protect vehicles, equipment,
and other cargo from damage or loss during transit. Blocking and bracing
material (BBM) includes tie-down materials and is the term applied to
materials required for rail and truck movement but does not normally in-
clude packing and crating materials. It may also be referred to as "BBT"
(blocking, bracing, and tie-down) material.
STOCKAGE
D-3-1. Installations/activities centrally stock BBPCT material only when it is
not possible to get from local sources before the unit deployment date.
Enough BBPCT should be on hand to support rapid deployment units. (For
example, units that will deploy before getting additional BBPCT.) For USAR
units, materials required for movement from point of origin to MS is listed in
a separate section of the unit’s movement plan and procured by the unit from
predetermined commercial sources following receipt of the alert order and de-
termination of mode. USAR units identify BBPCT material on hand every
year and provide a copy of the inventory to the regional support command
(RSC)/ direct reporting unit (DRU) or the U.S. property and fiscal officer
(USPFO)/ director of logistics (DOL). The inventory includes the serviceabil-
ity of BBPCT. USAR units identify available vendors and include them in the
unit’s mobilization plan.
D-3-2. ARNG units receive assistance from the USPFO and STARC, for
equipment moves during mobilization from point of origin to MS. USAR
units identify BBPCT material requirements unobtainable at point of origin
to the RSC/DRU, STARC, and if assistance in sourcing is required, to the SI.
D-28
_______________________________________________________________________________ Appendix D
they use MTMC Pam 55-19. TC-AIMS II will assist in calculating BBT mate-
rial.
D-3-5. The actual BBT requirement depends on the following:
• Size and type of unit to be loaded.
• Types of railcars available.
• Amounts of rail outloading required for different POEs and OPLANs.
D-3-6. Each installation DOL/ITO, in coordination with UMC, directorate of
plans, training, and mobilization (DPTM), DPW, and civilian railroad offi-
cials, identifies and programs BBPCT requirements for their individual in-
stallations and supported units and activities.
DEPLOYMENT INSTALLATIONS
D-3-7. Commanders of deployment installations provide all BBT material to
support deployment. Long lead-time items (items with a procurement time
more than 14 days) will be stocked in sufficient quantities to supply the first
30 days of deployment.
D-3-8. For movement from the installation/MS, AC/USAR units furnish their
total BBPCT material requirements to their MS unit movement coordinator
(UMC) on DA Form 4283 (Facilities Engineering Work Request). If the form
is unavailable, they submit the request in memorandum format. The unit
annotates the deployment C-Day on the request.
D-3-9. The UMC reviews the material list against the DD Form 1726
(CONUS Military Installation Material Outloading and Receiving Capability
Report) to determine if the unit’s out-load deployment data is within the
limitations/capabilities of the installation. When the review is completed, a
listing of the required material and the respective time frames are furnished
through the DPW or appropriate installation activity to the installation di-
rector of contracting (DOC) for local purchase review.
D-3-10. The installation DOC performs a local market survey to determine
which required items of BBT are readily available in the required quantities
from commercial sources. (Those items are not purchased and stocked unless
a subsequent market survey shows that the items cannot be acquired prior to
the unit out-load date.) The installation conducts the local market survey at
least annually due to the changeable nature of supply and demand in the
commercial marketplace.
D-3-11. The DOC annotates the materials list, indicating which items are not
readily available on the local market. The DOC also maintains the list of
readily available materials in a form and manner that expedites acquisition
upon deployment. The DOC only gets materials specified by the installation
UMC. (That is, the items not readily available and not on hand.)
D-3-12. The DPW/DOL ensures that supply and accountability procedures in-
clude control, storage, issue, turn-in, maintenance, and replacement of
BBPCT materials, railcar spanners, hand tool sets, portable end ramps, and
any other related rail loading equipment.
D-29
FM 3-35.4 ________________________________________________________________________________
D-3-13. The DPW or DOL conducts an annual inventory of BBT material and
furnishes it to the installation UMC for review to determine adequacy. Addi-
tions or deletions to requirements are annotated on the listing and processed
through the installation DOC as necessary for inventory adjustment. The
annual inventory indicates the condition of the BBT and whether it is a can-
didate for rotation. The material is stocked separately from the stock fund
inventory as mobilization stockage. Due to shelf life consideration, materials
are rotated from the BBPCT inventory.
D-3-14. BBT is stripped from the equipment at the APOE/SPOE. The MTMC
port commander has first priority for using BBPCT removed at the SPOE.
Available transportation is used to return residual material to the respective
installations for possible reuse.
RAILCAR SPANNERS
D-3-17. Railcar spanners (bridge plates) may be used for normal peacetime
shipping activities. However, accountability controls, maintenance, storage,
and replacement procedures must be clearly established to ensure sufficient
spanners are on hand in case of mobilization. To calculate the number of
spanners required, figure one set (two spanners) for each rail flatcar expected
to be positioned for a single loadout. Add an additional set for each perma-
nent end ramp to be used for loading. Then add five percent for breakage
and round as in the above paragraph. (Example: 78 railcars loading at three
permanent end ramps: 78 + 3 = 81 x 1.05 = 85.05, which rounds to 85 sets of
spanners.)
D-30
_______________________________________________________________________________ Appendix D
ties provided they are properly controlled and maintained or replaced if nec-
essary to ensure availability for mobilization. There is no formula to deter-
mine the number and types of portable ramps required. This can only be de-
termined by the ITO’s careful evaluation of the magnitude of the outload mis-
sion, compared to the physical facilities (permanent loading ramps/docks)
available. The DOL should initiate action to add to the installation TDA the
number and type of ramps required but not currently authorized.
D-31
Appendix E
This annex provides ideas, data, and samples of many items that must be
considered in developing the unit movement plan. USAR units complete
one plan from point of origin to MS, and, if required, one from MS to
POEs. AC units prepare movement plans for deployment to the POEs.
The plan is written in operation order format according to FM 5-0 (101-5).
It becomes an order when adding required data and specific times. A unit
may have several plans, each one planning for a specific contingency. The
unit plans the move using the movement plan and executes the move un-
der an operation order. The movement plan contains all annexes and ap-
pendices. Those not used are marked “NA” so that later developing plan-
ning data may be added to the existing plan. The operation order has spe-
cific movement instructions and is dated and signed. The annexes contain
information required to support the plan.
E-1
FM 3-35.4 ________________________________________________________________________________
UNCLASSIFIED
Classification
Copy no__of__copies
(Issuing Unit)
(Street Address)
(City, State, ZIP Code)
(Date of Plan)
References: FM 4-01.40 (55-30), STARC, RSC, Direct Reporting Unit (DRU), and Installation
Mobilization/Deployment Plan, (Any other maps, SOPs, manuals, etc.)____include dates of publica-
tions
Task Organization
HQ, HHC,___Bn_____,___
Co A _______,__
Co B _______,__
Co C _______,__
Co D _______,__
____Det_____,__
E-2
_______________________________________________________________________________ Appendix E
3. EXECUTION: This paragraph addresses the necessary planning, coordination, and execution
functions that must take place in order to accomplish the mission. Specific tasks are given.
a. Concept of Movement: The concept clarifies the purpose of the plan. It addresses (point of
origin to MS and MS to A/SPOE)—
(1) Receipt of movement orders.
E-3
FM 3-35.4 ________________________________________________________________________________
E-4
_______________________________________________________________________________ Appendix E
b. Tasks to Subordinate Units/Elements: This paragraph clarifies and states tasks and timelines
in sufficient detail to ensure action by subordinates or platoons/sections within a company. It
addresses the following as relates to the actual move:
(1) Company, platoon, or section tasks.
(2) Maintenance.
(3) Supply.
(4) Food service.
(5) Rear detachment.
(6) NBC.
(7) Loading teams.
(8) Training.
(9) Rail guards, convoy guides, supercargoes, etc.
Reports.
c. Coordinating Instructions: These list requires coordination for planning and executing phases
with—
(1) Higher headquarters.
(2) STARC/MUSARC/next higher headquarters.
(3) Mobilization station/ITO.
E-5
FM 3-35.4 ________________________________________________________________________________
(4) Mobilization and training equipment site (MATES) and equipment concentration site
(USAR Only).
(5) Transportation terminal nodes (bus terminal, railhead, APOE, SPOE, MAs, STARC
movement control center (MCC) for highway movements).
(6) Local agencies and businesses.
(7) All elements internal to unit.
4. SERVICE SUPPORT: This paragraph lists the support needed for the unit move. They must be
listed either in the basic plan or as annexes to the plan. As a guide, if the information for a sub-
paragraph will fit on one page, include it in the body of the plan. This makes your plan easier to
read and easier to use. If the information for a subparagraph is longer than one page, consider
placing it in an annex.
An example of an item in this subparagraph is— Due to movement being an administrative one, all
weapons, NBC equipment, and other non-combat OCIE will be packed, boxed, and moved adminis-
tratively.
E-6
_______________________________________________________________________________ Appendix E
(4) Class IV (See Annex__). This annex/subparagraph should include BBPCT require-
ments and pre-positioned requests, along with construction materials.
(5) Class V (See Annex___). This annex/subparagraph includes guidance on the transpor-
tation of ABL.
(6) Class VI (See Annex___). This annex/subparagraph should be included if directed by
OPLAN/OPORD.
(7) Class VII (See Annex___). This annex/subparagraph should cover—
(a) Retrieval and commercial shipment procedures in MATES/ECS (USAR only).
(b) Procedures for loading and accounting for equipment moved by commercial rail or
truck.
(c) Civilian ambulances and medical personnel may be used for assistance and
evacuation.
An example of an item included in this subparagraph is: Major end items will be loaded IAW Annex
____. For USAR units, all excess MTOE equipment will be transported to the MS.
E-7
FM 3-35.4 ________________________________________________________________________________
(a) Combat Assigned or Authorized Stockage List (ASL)/PLL drawn from appropriate
source and loaded on organic vehicles.
(b) Trail party requirements.
(10) Class X (See Annex__). This annex/subparagraph covers material to support nonmili-
tary programs such as agriculture and economic development (not authorized for mobi-
lization).
b. Maintenance:
(1) Pre-movement support requirements (Annex __). This annex/subparagraph should in-
clude information on training, cleaning, and purging fuel containers and on priority of
maintenance support.
(2) En route support requirements (Annex __). This annex/subparagraph contains informa-
tion on coordination for en route support (supporting facilities and POC names and
phone numbers), trail party requirements, and en route PMCS, if required.
c. Transportation:
(1) Air. (Annex ____, if required)
(2) Convoy. (Annex ____, if required)
(3) Rail. (Annex ____, if required)
(4) Commercial. (Annex ____, if required)
(5) Unit movement data (UMD). (Annex ____)
d. Procurement
e. Facilities/Equipment
f. Medical Evacuation Procedures
g. Personnel:
E-8
_______________________________________________________________________________ Appendix E
(3) Each individual is authorized a total weight of ___for personal baggage, ___duffle bags for
TA-50, and for clothing and comfort items. The unit’s scales will be used to confirm this.
The commander or specifically authorized representative must sign the movement plan. If the signa-
ture is not reproduced or on subsequent copies, authentication by the appropriate coordinating staff
officer is required.
Annexes are used for those items that would require too much space in the basic plan. If an annex is
not necessary, or unused, type title and N/A.
E-9
FM 3-35.4 ________________________________________________________________________________
ANNEX A - Procurement.
This annex includes sources for specific commodities and services.
ANNEX F - Class V.
Class V includes ammunition of all types (including NBC and special weapons), bombs, explosives,
mines, fuses, detonators, pyrotechnics, propellants, and other associated items. This annex should
include the time and location of issue. This annex is not available for USAR mobilization movement
plans.
E-10
_______________________________________________________________________________ Appendix E
E-11
FM 3-35.4 ________________________________________________________________________________
ο Convoy signs.
ο Highway warning kits.
ο First aid kits.
ο Convoy speeds.
Distance to travel to SPOE must be more than one day (400 miles) road march.
ANNEX P - Facilities/Equipment.
This annex covers facilities en route and equipment requirements for loading/unloading at point of ori-
gin/MS.
ANNEX R - Safety.
This annex covers—
• Motor vehicle operations.
• Rail load operations.
• Air load operations.
• Accident/injury prevention.
• Ammunition and explosive/POL safety.
E-12
_______________________________________________________________________________ Appendix E
E-13
Appendix F
F-1
Appendix G
Hazardous Cargo
Notes.
Most countries enforce the International Maritime Dangerous Goods Code for
import surface shipments of HAZMAT. Department of Transportation (DOT)
regulations require HAZMAT classification and labeling according to 49 CFR
and the IMGDC.
G-1
FM 3-35.4 ________________________________________________________________________________
G-2
_______________________________________________________________________________ Appendix G
G-3
Appendix H
Rail Operations
Not all units or power projection platforms are located within driving dis-
tance to seaports, and not all cargo, particularly for heavy forces, is trans-
portable by military or commercial truck. In these cases, use rail travel.
The railroad facilities serving the POE may be at the head of a pier or at
an inland transfer point. The transfer point may be truck-to-rail or am-
phibian-to-rail. Terminal service units will load or unload rail equipment
during cargo-handling operations. These units plan rail loading proce-
dures and secure cargo on rail cars. They must also know the type of
equipment required at destination to load and unload cargo to minimize
the amount of rail equipment used and to make the loading/unloading as
simple and quick as possible. This annex provides some of that informa-
tion.
RESPONSIBILITIES
H-3. The unit and the installation have planning and execution responsi-
bilities during rail operations.
• The deploying unit’s responsibilities—
H-1
FM 3-35.4 ________________________________________________________________________________
PRE-LOADING
H-5. When railcars arrive on station, the ITO performs a joint inspection
with the railroad representative before the cars are placed at an onload site.
Once the military accepts the railcars, units comply with the AAR rules or
with host nation rules. An additional inspection is made after the cars are
loaded to ensure compliance with Army regulations, AAR loading rules, or
host nation rail rules. Rail cars used to transport explosives must be
inspected to ensure compliance with Title 49, CFR 174.104, or applicable host
nation rules.
H-6. The deploying unit checks chain tie-downs and position them on the
railcar decks to avoid having to reposition chains after vehicles are loaded.
They also store unused chains in the channels to prevent damage and place
spanner boards between railcars when loading wheeled vehicles. As a rule, at
least 12 inches of the spanner should overlap the railcar deck. Most tracked
vehicles do not require the use of spanners when rail loading. The ITO pro-
vides spanners as required for rail operations. Spanners come in various
lengths to meet operational requirements. Before beginning operations, apply
car brakes and chock rail wheels to prevent shifting during loading. Addi-
tional site preparation may include setting up command and control facili-
ties, warming tents, and medical aid stations. When possible, turn off over-
head electric wires.
H-2
______________________________________________________________________________ Appendix H
LOADING
H-7. The AAR publishes loading rules, which apply to the railroad, ITO,
and shippers (users). Military publications FM 55-17 (to be incorporated
into FM 4-01.011) and FM 4-01.50 include these rules. Commanders will en-
sure host nation rail rules and regulations are followed. Both CONUS and
host nation railroad representatives can, and do, refuse to accept improperly
loaded shipments. Rail cars must be loaded promptly to avoid demurrage
charges. All loads must be properly secured in accordance with appropriate
military standards and shipper loading drawings. They also comply with
railroad loading guidelines.
H-8. When loading, blocking, and bracing vehicles on flat cars or in box-
cars—
• Cars must be suitable for safe transportation of the load.
• Load and weight limits must not be exceeded.
• Loads must not exceed the width and height restrictions over the pro-
posed route.
• Loads must be adequately secured on cars.
• One-half the load limit of the car must not be exceeded on any axle.
• The load on the car must be secured.
• Items having a high center of balance (CB) must be secured to prevent
tipping while in transit.
• Idler cars must be used when loads extend beyond the end of the loaded
car.
• Trailers loaded with heavy equipment are not to be loaded.
H-9. The most common and expeditious method of loading vehicles is
called the circus method. This method uses a flatcar as a roadbed with span-
ners placed between cars. Tracked vehicles may be loaded without spanners.
Vehicles are staged per the loading sequence, called forward to the ramp, and
driven onto the flatcars. A guide should be stationed on the ramp, on each
flatcar, and at each side of the flatcar to adjust the spanners. When heavy
equipment is loaded, spanners are secured to each car to prevent movement.
H-10. Brake wheel clearance on loaded open-top cars is prescribed by Rule
2, Section 1, AAR Rules for Loading All Commodities. Sufficient space must
be provided around the brake to ensure accessibility.
TYPES OF TRAINS
H-11. Individual cars or groups of cars moving in the carriers regular train
service are called carloads. For planning purposes, use the average speed of
13 miles an hour or 312 miles per day.
H-12. An additional train operated by the carrier for its convenience to
handle a large number of cars is called a unit train. The number of cars re-
quired to form a unit train varies dependent on the carriers operating condi-
tion. MTMC negotiates rates on unit train service with the rail carriers. The
shipper usually receives a reduced rate for tendering so much service at one
time, but is not entitled to exclusive use of the train. If the unit train is not
dimensional (high/wide) loads, use an average speed of 22 miles per hour or
H-3
FM 3-35.4 ________________________________________________________________________________
528 miles per day. If the unit is carrying dimensional loads, use the carload
speed for planning.
UNLOADING
H-15. Rail cars are unloaded promptly at destination to preclude unneces-
sary payment of demurrage charges. CONUS tenders allow 48 hours free
time for unloading commercial rail cars. The ITO does not detain DoD-owned
cars more than 10 days without the DFRIF manager’s approval. Blocking,
dunnage, and banding are removed from the unloaded rail car before release
to the carrier.
SAFETY
H-16. Safety considerations are paramount throughout all phases of rail
operations, with a safety briefing given before all operations. Examples of
safety concerns include—
• Guiding vehicles on and off rail cars.
• Using proper safety equipment; such as gloves, goggles, and safety boots.
• Ensuring proper tension for tie-down.
• Standing or riding on rail car after load is secured.
• Walking between rail cars.
• Standing on rail car or equipment after loading.
• Proper mounting and dismounting of railcars.
H-4
______________________________________________________________________________ Appendix H
H-5
Appendix I
Note. Do not identify sensitive cargo or classified cargo on the outside of the
shipping containers.
I-1
FM 3-35.4 ________________________________________________________________________________
to help detect any tampering with the container. The wrapping must con-
ceal all classified characteristics.
• Closed and locked vehicles, compartments, or cars are used for shipments
of classified material except when the appropriate authority authorizes
another method.
• When classified material is transported, it is not stored in any detachable
storage compartment, such as automobile trailers, luggage racks, aircraft
travel pods, or drop tanks.
• When classified material is transported across international borders, ar-
rangements must be made to ensure that customs, border, or other in-
spectors (either U.S. or foreign) do not open the material.
• A serial-numbered seal is placed on doors to containers, vehicles, or com-
partments that contain classified or protected cargo. The serial number
must be entered on the shipment unit packing list.
• The unit authorizing the transport of classified equipment must notify
the ITO and appropriate carrier in advance.
I-2. When traveling by motor convoy, escorts ensure constant surveillance of
classified material. Classified material must stay within the escort’s personal
possession or observation at all times. Larger pieces of secret shipments such
as missiles may require outside storage. If so, special protective measures in-
clude constant and continuous surveillance by at least one or more escorts in
the area.
I-2
Appendix J
MISSION REQUIREMENTS
• Current Intelligence/Situation
• Task Vehicles: Type and Quantity
• Personnel
• Cargo by Type, Class, and Size
• Security Vehicles: Type and Quantity
• Maintenance Vehicles
• Materials Handling Equipment
• Command and Control Vehicles: Type and Quantity
• Lighting/Blackout Conditions/Night Vision Goggles (NVGs)
RECONNAISSANCE
• Map and Photo
• Physical
ROUTE SELECTION
• Roads
• Bridges and Tunnels
• Grades and Curves
• Traffic Density
• Requirements for Route Preparation or Repair
CONVOY ORGANIZATION
• Size of Serials/March Units
• Type of Column
J-1
FM 3-35.4 ________________________________________________________________________________
• Operating Gaps
Serials/March Units
Vehicles
• Positions of Security and Supporting Units
• Positions of Control Personnel/Escorts Guides
• Organization for Command
• Vehicle Marking
MOVEMENT PLAN
• Controlled Route
Convoy Clearance/Movement Credit
Road Movement Table
Special Permits or Authorization
• Distance, Time, and Rate of Movement
Trip Distance
Required Start Time
Column Length
Slowest Vehicle
Required Delivery Time
Rate of Movement/Speed (Speedometer Multiplier)
Maximum Catch-up Speed
• Loading
Time and Place
Site POC
Type/Class Cargo
Outsized Loads
Materials Handling Equipment Required
Blocking, Bracing, and Cargo Restraints
• Staging
Location
Vehicle Checks
Cargo Checks
Time to Start Point
OPERATOR BRIEFING
• Start Point
Location/Grid Coordinates
Identification Characteristics
• Check Points
Locations/Grid Coordinates
Identification Characteristics/Alphanumeric Designators
• Guides and Markers
J-2
_______________________________________________________________________________ Appendix J
Positions
Posting and Pickup
• Halts
Purpose
Time Duration
Locations
• Maintenance
Trail
En Route Support
• Medical Support
Organic Capability
Evacuation
• Release Point
Location/Grid Coordinates
Identification Characteristics
Report Requirements
Control of Vehicles and Operators
• Unloading
Time and Place
Site POC
Materials Handling Equipment Required
• Backload and Turn Around
SECURITY EN ROUTE
• Action in Event of Attack
Air Attack
Artillery Attack
Ground Attack
Sniper
• Air Support Procedures
• Fire Support Procedures
• Use of Lights-Blackout Restrictions
SERVICE SUPPORT
• Fuel
Location/Times
Types and Quantity
Accompanying Convoy
• Messing/Rations
Locations/Times
Units on Route
Prescribed Loads
J-3
FM 3-35.4 ________________________________________________________________________________
COMMUNICATIONS
• Convoy Control Net
Serial/March Unit Commanders
Parent Unit/Headquarters
• Alert/Broadcast Net
• Security/Tactical Nets
• Fire and Air Support Nets
• Medical Evacuation
• Visual Signals
• Sound Signals
• Interpreter Requirements
J-4
Appendix K
WATER TANKS
K-3. Water tanks and water trailers must be empty with the following ex-
ceptions:
• When water is not available at the destination the M149A2 may be trans-
ported full in compliance with established procedures.
• Water may be transported in certified air transportable containers. (For
example, 5-gallon water cans, 55-gallon drums, and 500-gallon fabric col-
lapsible bags.)
GENERAL CARGO
K-4. General cargo can be carried in or on any vehicle if the cargo can be
properly secured and restrained. Supplies and equipment not transported as
secondary loads (in vehicle cargo compartments) should be palletized or
packed in pallet inserts.
K-1
FM 3-35.4 ________________________________________________________________________________
CONTAINERS
K-5. Internal airlift/helicopter slingable-container units (ISU) are certified
for air transportation. The keys to the containers must be available through-
out the air deployment process. Hazardous material must be accessible at all
times when containerized and certified for air transport per TM 38-250.
K-6. 463L pallets are certified for airlift at a 10,000 pound maximum
weight and, depending on position within the aircraft, vary in height restric-
tion. The base measurements of the 463L pallet are 88 by 108 inches.
K-2
_______________________________________________________________________________ Appendix K
K-3
FM 3-35.4 ________________________________________________________________________________
K-4
_______________________________________________________________________________ Appendix K
K-5
FM 3-35.4 ________________________________________________________________________________
Item 33. CARGO PROPERLY SECURED – Check that all cargo nets
are serviceable and properly installed. Check that all chains and
straps are installed and provide adequate restraint.
Item 34. DUNNAGE (3 Pieces Per Pallet) – Ensure proper dunnage, 3
pieces, 4 x 4 x 88, accompany the pallets during shipment.
• Helicopters (Flyaway)—
Item 35. FUEL QUANTITY (Gallons) – Fuel quantities cannot exceed
three-fourth full or 150 gallons per tank, whichever is less.
Item 36. BATTERY (Disconnect/Taped) – Ensure user disconnects
and tapes battery terminal and secures the battery to prevent acci-
dental leaks and short circuits.
Item 37. CENTER OF BALANCE (C/B) (Both Sides) – Ensure user
clearly writes C/B on both sides of the item.
Item 38. SCALE WEIGHT (Both Sides) – Ensure gross weight is
clearly marked on both sides of the item.
Item 39. SHORING (Rolling, Parking, Approach) – Check that all re-
quired shoring is serviceable and immediately available for use.
Item 40. SPECIAL LOADING EQUIPMENT – Ensure special equip-
ment (tools, jacks, pintle hooks, pumps, ramps) necessary to load
cargo is available.
Item 41. REMARKS – List and explain, in detail, any discrepancies
found during the inspection and actions taken to correct the problem.
Pertinent information regarding the load/chalk should also be listed
in this block.
Item 42. DEPLOYING FORCE REPRESENTATIVE (Signature,
Rank, Unit of Assignment) – To be signed by the deploying unit rep-
resentative accompanying the mobility force inspector.
Item 43. MOBILITY FORCE INSPECTOR (Signature, Rank, Unit of
Assignment) – To be signed by inspector-qualified personnel who are
also current and qualified in aircraft cargo load planning.
K-6
_______________________________________________________________________________ Appendix K
K-7
FM 3-35.4 ________________________________________________________________________________
K-8
Appendix L
DEPLOYING UNIT
The deploying unit will—
• Identify the number of personnel to be moved.
• Identify the type and quantity of cargo and equipment to be moved.
• Establish priorities for arrival.
• Establish required liaison.
• Identify the cargoes or equipment that require special handling based on
shipping configuration or fragile/hazardous characteristics.
• Request technical assistance to prepare equipment and train personnel.
• Plan and coordinate staff assistance in administrative support, unit
movement training, air movement planning, logistics and maintenance
support and standard safety practices in and around aircraft.
• Assign unit movement or embarkation officer.
• Develop traffic plan for movement to the departure airfield.
• Establish trained load teams to assist the D/AACG.
• Identify foreign border clearance requirements if applicable.
• Enter force deployment requirements into the JOPES to accurately re-
flect lift requirements and deployment priorities.
• Determine requirements for vehicle cargo restraint devices.
• Review inspection procedures and documentation requirements for haz-
ardous cargo.
• Coordinate procedures for transporting individual weapons, ammunition,
and equipment.
• Determine shoring requirements, ensure its availability before loading,
and establish destination disposition procedures.
• Construct 463L pallets in accordance with DoD 4500.9R.
• Prepare vehicles and equipment in accordance with DoD 4500.9R.
L-1
FM 3-35.4 ________________________________________________________________________________
L-2
Appendix M
ESTABLISHED REQUIREMENTS
M-1. Current Army guidance only addresses attaching military shipping
labels to equipment and containers. There are no standards for attaching
RFID tags. Current requirements are—
• All containers will display two military shipping labels. One label is
placed on a container door and the other on the adjacent side. (See Figure
M-1 for an example of where to attach MSLs to container shipments.)
• For vehicles, one label will be attached to the left front bumper (driver’s
side), and the other label will be placed on the left side door (driver’s
door). (See Figure M-1.)
M-1
FM 3-35.4 ________________________________________________________________________________
ADDITIONAL CONSIDERATIONS
M-2. The information that is passed to GTN and other AIS from the source
AIS must be the same information that is on the AIT data storage device. If
changes occur to source data prior to movement, the AIS (TC-AIMS II) must
be updated and new AIT data storage devices (MSLs and RFID tags) pro-
duced and affixed to the equipment.
M-3. The following two sections provide considerations and guidelines for
AIT data storage device use on unit equipment and cargo. The UMO or other
designated representative will be responsible for ensuring that AIT data
storage devices are properly produced and attached to unit equipment.
M-2
_______________________________________________________________________________ Appendix M
M-3
FM 3-35.4 ________________________________________________________________________________
• When burning RFID tags, interrogate the tag after the burn to ensure
that the data transferred correctly.
• Ensure the RFID tag is attached to the correct piece of equipment.
When attaching RFID tags to equipment, consider the following
guidelines:
Attach the RFID tags in a location that reasonably assures they
can be interrogated as they flow through the movement process
with the piece of equipment. The RFID tags must be on the out-
side of the piece of equipment.
Develop a method to attach the RFID tags so that they will not be
lost or damaged in shipment. Plastic ‘zip’ strips, nylon strips, or
magnetic holders have worked well in previous operations. (Note:
previous operations have shown that the plastic strips are not as
durable as the nylon strips.) Tie down both the top and the bot-
tom of the tag so that it will not bounce and be damaged during
shipment.
When attaching the newer 410 tag to containers, mount them on
the right side near the top. Ensure that the RFID tag is mounted
between the ribs in an indentation. When attaching the older
SealTag II RFID tags, use the nylon strips and mount them to the
front door.
When attaching RFID tags to vehicles, tie the tag to the top of the
grill using two long nylon strips to attach the device ensures the
tag will not bounce or be lost during transit.
Attach RFID tags on 463L pallet netting using nylon strips. Put
the tag near the MSL.
When attaching RFID tags on other equipment, mount the tag so
that it can easily be read but not damaged. Use nylon or plastic
strips to attach the tag.
Do not drill holes in equipment without prior approval from the
owners. (In previous operations, organizations have created
brackets to attach RFID tags to containers. Mounting the brack-
ets required drilling holes in the commercial containers. As prior
approval to drill the holes was not obtained from the container
owner, DoD paid for the damage.)
Verify the battery life of RFID tags. If the battery power is low,
replace the batteries. RFID tags with low battery power will not
operate properly and will not respond to interrogator ‘wake up’
calls. The process of checking RFID tag batteries, as equipment
and sustainment supplies flow through the force projection pipe-
line will require advanced planning. For example, the newer 410
tag has two mounting holes (one at the top and one at the bot-
tom). When the tag is attached to a vehicle, for example an M923
5-ton cargo truck, zip strips are used to fasten the top and bottom
of the tag to the front grill of the truck. In order to turn the tag
over and replace the batteries at least one of the zip strips will
have to be cut or broken. Procedures must be in place so that the
individual checking tag batteries can quickly and easily break the
zip strip, replace the batteries, and then replace the zip strip en-
M-4
_______________________________________________________________________________ Appendix M
suring that the tag is once again securely fastened to the vehicle.
If only one end of the tag is fastened to the vehicle the tag will
bounce around during movement and may be damaged or lost.
M-5
Glossary
2D two dimensional
A/C aircraft
AC Active component
AI artificial intelligence
AO area of operations
AR Army regulation
Glossary-1
FM 3-35.4 ________________________________________________________________________________
AT annual training
BN or bn battalion
Glossary-2
_________________________________________________________________________________ Glossary
cdr commander
CF copy furnished
CO or co company
Glossary-3
FM 3-35.4 ________________________________________________________________________________
COM'L commercial
CP checkpoint
Glossary-4
FM 3-35.4
18 JUNE 2002
ERIC K. SHINSEKI
General, United States Army
Chief of Staff
Official:
JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0214310
DISTRIBUTION:
Active Army, Army National Guard, and U.S. Army Reserve: To be distributed in
accordance with the initial distribution number 115867, requirements for FM 3-35.4.
FM 3-35.4 ________________________________________________________________________________
FP force protection
Glossary-6
_________________________________________________________________________________ Glossary
HN host nation
HQ headquarters
HS home station
IA interface agreements
ID identification
Glossary-7
FM 3-35.4 ________________________________________________________________________________
JI joint inspection
JP joint publication
Glossary-8
_________________________________________________________________________________ Glossary
K thousand
LOLO lift−on/lift−off
MA marshaling area
Glossary-9
FM 3-35.4 ________________________________________________________________________________
METT-TC mission, enemy, terrain, troops, time available, and civilian con-
siderations
MI middle initial
MISC miscellaneous
MO movement orders
MOB mobilization
MS mobilization station/site
Glossary-10
_________________________________________________________________________________ Glossary
Glossary-11
FM 3-35.4 ________________________________________________________________________________
PAX passenger
PC personal computer
PW prisoner of war
Glossary-12
_________________________________________________________________________________ Glossary
PUB publication
QD quantity distance
RC Reserve component
RF radio frequency
RO/RO roll−on/roll−off
RR railroad
Glossary-13
FM 3-35.4 ________________________________________________________________________________
SF standard form
SI support installations
Glossary-14
_________________________________________________________________________________ Glossary
TB technical bulletin
TM technical manual
TRML terminal
Glossary-15
FM 3-35.4 ________________________________________________________________________________
Glossary-16
_________________________________________________________________________________ Glossary
VA Virginia
Glossary-17
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These documents should be available to the intended users of this publication.
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Except where otherwise indicated, the following DA forms are available on the Army Electronic
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are available from the OSD web site (www.dior.whs.mil/ICDHOME/DDEFORMS.HTM).
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DD Form 1253, Military Customs Inspection (Label), April 1977. (Available through normal
forms supply channels.)
DD Form 1253-1, Military Inspection Customs (Tag), April 1977. (Available through normal
forms supply channels.)
Bibliography-1
FM 3-35.4 ________________________________________________________________________________
DD Form 1726, CONUS Military Installation Materiel Outloading and Receiving Capability Re-
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DD Form 2130-6, KC-10A Load Plan (17 pallets configuration), September 1998.
DD Form 2777, Mobilization Movement Control (MOBCON) Request for Convoy Clearance or
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TM 38-250, Preparing Hazardous Materials for Military Air Shipments, March 1997
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http://www.lia.army.mil/dpmsh/pubs_rev_dt.html
AR 10-87, Major Army Commands in the Continental United States, October 1992.
Bibliography-3
FM 3-35.4 ________________________________________________________________________________
AR 37-104-4, Military Pay and Allowances Policy and Procedures - Active Component, September
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AR 135-210, Order to Active Duty as Individuals for Other Than a Presidential Selected Reserve
Call-up, Partial or Full Mobilization, December 1996.
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1996. (Will be revised as FM 4-20.2)
FM 55-9, Unit Air Movement Planning, April 1993. (To be incorporated into 4- 01.011, Strategic
Lift).
FM 55-15, Transportation Reference Data, October 1997. (To be incorporated into 4-01.011, Stra-
tegic Lift).
Bibliography-5
FM 3-35.4 ________________________________________________________________________________
FM 55-20, Rail Transport in a Theater of Operations, June 2000. (To be incorporated into FM 4-
01.41, Rail Transport in a Theater of Operations).
FM 55-21, Railway Operating and Safety Rules, July 1989. (To be incorporated into FM 4-01.41,
Rail Transport in a Theater of Operations).
FM 55-30, Army Motor Transport Units and Operations, June 1997. (Will be revised as FM 4-
01.40)
FM 55-60, Army Terminal Operations, April 1996. (To become 4-01.50, Transportation Intermo-
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(To be renamed Theater Support Command, upon update). (Will be revised as FM 4-93.4)
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revised as FM 4-93.41)
FM 100-7, Decisive Force: The Army in Theater Operations, May 1995. (Will be revised as FM 3-
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FM 100-17-3, Reception, Staging, Onward Movement, and Integration, March 1999. (Will be re-
vised as FM 4-01.8)
Bibliography-6
______________________________________________________________________________ Bibliography
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TB 43-0209, Color, Marking and Camouflage Painting of Military Vehicles, Construction Equip-
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COMMAND PUBLICATIONS
FORSCOM/ARNG Regulation 55-1, Transportation and Travel, Unit Movement Planning, March
2000.
MTMCTEA Pamphlet 55-19, Tiedown Handbook for Rail Movements, May 2000.
MTMCTEA Pamphlet 700-5, Deployment Planning Guide: Transportation Assets Required for
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MTMCTEA Reference 98-55-21, Lifting and Tiedown of U.S. Military Helicopters for Marine
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1998.
OTHER PUBLICATIONS
Arana-Barradas, MSG Louis A., Rhein-Main Still at Center Stage, May 2000. Available:
www.af.mil/news/May2000/n20000524_000804.html
Bibliography-7
FM 3-35.4 ________________________________________________________________________________
Cohen, William S., Security in a Grave New World, September 1998. Available:
www.defenselink.mil/news/Sep1998/b09141998_bt475-98.html
Cohen, William S., Department of Defense Responsibilities for Force Protection, Memorandum for
the Chairman Joint Chiefs of Staff, September 1996. Available:
www.fas.org/irp/threat/downing/annx_d.html
DOT Exception 7280, Authorizes the transportation in commerce of certain motor vehicles, fixed
wing aircraft, helicopters, air-cushioned vehicles/boats, and powerboats with fuel tanks
¾ full instead of ¼ full. November 1999.
Force Protection O&O, Final Draft. (Various). Appendix B: Security and Force Protection Issues
for Deploying and In-Transit Forces. October 2001.
King, Benjamin, Richard C. Biggs, and Eric R. Criner. Spearhead of Logistics: A History of the
U.S. Army Transportation Corps. 1994.
Kross, General Walter. Force Protection is Everybody’s Business, December 1996. Available:
www.af.mil/news/Dec1996/n19961227_961326/html
MIL STD 209, Slinging and Tiedown Provisions for Lifting and Tying Down Military Equip-
ment, January 2000.
MIL STD 669, Loading Environmental and Related Requirements for Platform Rigged Airdrop
Materiel, February 1997.
MIL STD 810, Environmental Engineering Considerations and Laboratory Tests, November
1990.
MIL STD 814, Requirements for Tiedown, Suspension, and Extraction Provisions on Materiel for
Airdrop, February 1999.
MIL STD 910, Mobile Tactical Systems Overload Prevention Procedures, 1990.
MIL STD 913, Requirements for the Certification of Externally Transported Military Equipment
by Department of Defense Rotary Wing Aircraft, February 1997.
MIL STD 1791, Designing for Internal Aerial Delivery in Fixed Wing Aircraft, 1985.
Rule 2, Section 1, Association of American Railroads Open Top Loading Rules, Manuel, General
Rules for Loading All Commodities on Open Top Cars.
Title 33 U.S. Code of Federal Regulations, Navigation and Navigable Waters, July 2000.
Bibliography-8
______________________________________________________________________________ Bibliography
PROJECTED PUBLICATIONS
Projected publications are sources of additional information that were scheduled for printing but
not yet available at the time this manual went to print. When these publications are printed,
they are distributed automatically via pinpoint distribution. Included are DOD, Joint, and Mul-
tiservice publications used to prepare this manual which were available in draft when this man-
ual was submitted for printing.
CJCSM 3122.01, Joint Operation Planning and Execution System, Volume 1, Planning Policies
and Procedures, to be published.
CJCSM 3122.03, Joint Operation Planning and Execution System, Volume 2, Planning Formats
and Guidance, to be published.
FM 4-93.7 (63-7), Combat Service Support to the Interim Brigade Combat Team, under develop-
ment.
JP 4-01.8, Joint Tactics Techniques, and Procedures for Reception, Staging, Onward Movement,
and Integration.
WEB SITES
The following web sites were utilized during the development of this FM. These sites contain ad-
ditional information on organizations described in the text or they contain documentation impor-
tant to deployment.
United States Army: http://www.army.mil
Bibliography-9
FM 3-35.4 ________________________________________________________________________________
Bibliography-10
Index
A AUEL. See automated unit Enhanced Logistics Intrathea-
equipment list ter Support Tool (ELIST),
AALPS. See automated air load A-12
planning system automated air load planning sys-
The CONUS Freight Man-
tem, 5-13, A-7, A-9, A-10, A-
A/DACG. See arrival/departure agement System (CFM), A-
11
airfield control group 12
automated unit equipment list, 1- MOBCON, A-13
aerial port of embarkation, 3-11,
8, 1-9, E-13 GOPAX, A-13
4-2, 4-11, 5-10, 5-11, 5-12, A-
13, D-32, E-2, E-3, E-6, E-10 automated information systems, Standard Installation/Division
4-2, 5-2 through 5-17, A-5, A- Personnel 3 (SIDPERS-3),
Air Mobility Command, 2-12, 3-6,
7, M-2 A-13
3-7, 4-12, 4-15, 5-11, 5-12, F-
automatic identification technol- Standard Property Book Sys-
1
ogy, 2-10, 4-5, 5-2 through 5- tem-Redesign (SPBS-R),
AIS. See automated information A-13
17, A-8 through A-10, M-1, M-
systems Unit Level Logistics System
2
AIT. See automatic identification (ULLS), A-14
automation and communication Cargo Movement Operation
technology
systems System (CMOS), A-14
AMC. See Air Mobility Command JOPES, A-1 through A-3
B
AO. See area of operation GTN, A-3
APOE. See aerial port of embar- Global Command and Control BBPCT. See blocking, bracing,
kation System (GCCS), A-3, A-4 packing, crating, and tie-down
Global Command and Control blocking, bracing, packing, crat-
area of operation, 1-3, 1-10, 2-8,
System-Army, A-4 ing, and tie-down, A-7, D-2, D-
3-6, D-30
End-to-End Force Tracking 4, D-5, D-30 through D-32, E-
area support group, 4-5, 5-4, 5- (EEFT), A-4 7, E-10
9, 5-16 Global Decision Support Sys-
C
ARFOR. Army forces tem (GDSS), A-5
Army forces, iv, v, 1-4 Combat Service Support Con- CAC. See common access card
trol System, A-5 CAP. See crisis action planning
Army National Guard, D-1, D-3, COMPASS, A-5
D-30, E-13 JFRG II, A-5 Chairman of the Joint Chiefs of
Army service component com- WPS, A-5, A-6 Staff, 1-7, 1-8, 2-3, A-2, B-1,
mand, iv, v, 1-4, 1-6, 2-4, 2- TC-ACCIS, A-6, A-7 B-2
11, 2-13, 4-4, D-1 TC-AIMS II, A-7 through A-10 Chief of Staff Army, 1-9
Army transformation and de- AALPS, A-10 CINC. See commanders-in-chief
ployment, 1-9 Automated Movement Flow
CJCS. See Chairman of the
initial force, 1-9 Tracking System (AMFT),
Joint Chiefs of Staff
interim force, 1-9, B-1 A-11
objective force, 1-9, 1-10 Department of the Army classified cargo, I-1
ARNG. See Army National Movements Management COMASCC. See Commander,
Guard System (DAMMS), A-11 Army service component
Joint Flow and Analysis for command
arrival/departure airfield control
Transportation (JFAST), A- combat service support, 1-1, 1-4,
group, 2-10, 3-1, 3-31, 4-11
11 4-16, A-2
through 4-14, 5-5, 5-6, 5-10
Integrated Computerized De-
ASG. See area support group commanders, 1-2, 1-4, 2-7
ployment System
through 2-9, 3-12, 4-7, A-2
ASCC. See Army service com- (ICODES), A-11, A-12
ponent command Integrated Booking System Army service component com-
(IBS), A-12 mand, 1-4, 2-4, 2-12, 2-13
Index-1
FM 3-35.4 _________________________________________________________________________________
Army force commanders, 1-4 deployment support brigades, 3- home station, iv, 1-3, 1-5, 1-10,
combatant commanders, 1-2, 2- 2, 3-9, 3-10, 4-5 2-1, 2-2, 3-6, 5-2, 5-3, 5-8, 5-
3, A-4 deployment training require- 12
combat service support com- ments, 2-9 through 2-13 HS. See home station
manders, 3-11 DMC. See Defense Movement I
commanders-in-chief, A-3 Coordinator
IA. See interface agreement
deploying unit commanders, 3-1, DSB. See deployment support
IBCT. See interim brigade com-
3-4, 3-6, 5-6, A-7 through A- brigades
bat team
11 DTS. See defense transportation
installation activities
force-level commanders, 3-12, system
predeployment activities, 3-2
A-4 E through 3-8
joint force commanders, 1-2, A-5 emergency operation center, 2- organization responsibilities,
unit commanders, 3-12, 4-8 10, 3-8 3-8 through 3-10
force protection/antiterrorism,
common access card, 3-4, 5-2 EOC. See emergency operation
3-11 through 3-13
through 5-4, 5-8, 5-12, 5-17, center
A-8 F installation transportation officer,
3-3, 3-9, 3-10, 4-4, 4-5, 4-16,
COMPASS. See Computerized force projection, 1-1 A-6, A-7, A-9, A-10, A-12, A-
Movement Planning and mobilization, 1-1 14, D-2, D-4, D-31, D-33, E-4,
Status System deployment, 1-2 E-5, G-2, G-3, H-1, H-2, H-4,
Computerized Movement Plan- employment, 1-2 I-2
ning and Status System, 1-8, sustainment, 1-2 interface agreement, 1-8
2-3, 2-6, A-5, A-6 redeployment, 1-2
interim brigade combat team, 1-
concept of operation plans, 2-3, FORSCOM. See United States 9, 1-10, 4-10
A-1, D-2 Army Forces Command
ITO. See installation transporta-
CONPLAN. See concept of op- fort-to-port tion officer
eration plans in-transit visibility, 5-1
in-transit visibility, 4-6, 4-15, 5-1
convoy commander’s checklist, principles, 1-6, 1-7
through 5-14, A-3, A-6, A-7,
J-1 through J-4 movement, 4-3, 4-4
A-14, M-1
crisis action planning, 2-3 G
planning and responsibilities,
through 2-5 GBL. See Government Bill of 5-2 through 5-9
CSA. See Chief of Staff Army Lading APOE, 5-10 through 5-14
SPOE, 5-14 through 5-17
CSS. See combat service sup- GCCS. See Global Command
port and Control System ITV. See in-transit visibility
D Global Command and Control J
System, 2-3, A-3, A-4 JFC. See joint force command-
DACG. See departure airfield
control group Global Transportation Network, ers
4-15, 5-2, 5-3, 5-5, 5-6, 5-10 JFRG II. See Joint Force Re-
Defense Movement Coordinator,
through 5-17, A-3, A-4, A-6, quirements Generator II
3-9, 4-3, E-3, E-13
A-7, M-2
defense transportation system, joint deployment information sys-
Government Bill of Lading, 3-3, tem improvement, 1-7
1-4, K-1
4-8, A-6, A-8, D-11 phases, 1-8
DEL. See deployment equipment
GTN. See Global Transportation joint force commanders, 1-2, A-4
list
Network
departure airfield control group, Joint Force Requirements Gen-
H
L-1, L-2 erator II, 1-7, 1-8, 2-3, 5-8, A-
hazardous cargo, G-1 through 5
deployment, 1-3
binders, C-1, C-2 G-3 joint inspection process
installations, D-31, D-32 hazardous material, 2-11, 2-12, preparation of equipment and
phases, 1-4 3-3, 3-4, 3-10, 4-10, 4-14, 5- supplies, K-1 through K-3
process, 1-5 15, A-9, C-2, D-1, D-5, E-12, joint inspection, K-3 through
planning, 1-5, 1-6, D-1, D-2 G-1, G-2, G-3, H-2 K-8
deployment equipment list, 1-9, HAZMAT. See hazardous mate- Joint Operation Planning and
A-10 rial Execution System, iv, 1-7, 2-2
Index-2
____________________________________________________________________________________ Index
through 2-6, 5-4, 5-5, 5-8, A-1 17, A-5, A-6, A-12, D-31, D- port of embarkation, iv, v, 1-4, 1-
through A-6, B-1, L-1 32, G-2, H-2 through H-4 5, 3-8
joint planning and execution Military Traffic Management activities, 4-4 through 4-16
community, 2-3, 2-4, A-1, A-2 Command Transportation En- movement principles, 4-2
Joint Project Management Of- gineering Agency, 2-11, K-1 port operations center, 4-8, B-2,
fice, 1-7, A-7 mission, enemy, terrain and C-1, D-2, E-8, E-12, J-2
joint, reception, staging, onward weather, troops and support port support activity
movement, and integration, 1- available, time available, civil PSA. See port support activity.
2 considerations, 2-1, 2-7
power projection platform, v, 2-2,
JOPES. See Joint Operation MOBCON. See mobilization 4-8, D-1
Planning and Execution Sys- movement control
predeployment activities
tem mobilization movement control, planning and preparation, 2-2
JPEC. See joint planning and 3-9, 4-3, A-13 deployment training, 2-9
execution community MOOTW. See military operations predeployment principles, 1-6, 1-
JPMO. See Joint Project Man- other than war 7
agement Office movement planning checklist, D- POM. See program objective
JRSOI. See joint, reception, 3 through D-29 memorandum
staging, onward movement, MSC. See Military Sealift Com- PPP. See power projection plat-
and integration mand form
L MSC. See major subordinate program objective memorandum,
command 1-8
labeling equipment, M-1 through
M-3 MSL. See military shipping label R
line of communication, 1-4 MTMC. Military Traffic Manage-
radio frequency, 5-3, 5-4, 5-5, A-
ment Command
LOC. See line of communication 8, A-9
MTMCTEA. See Military Traffic
M radio frequency identification, 5-
Management Command
MACOM. See major army com- 2, 5-4 through 5-16, M-1
Transportation Engineering
mand through M-4
Agency
major army command, 2-11, 3- N rail loading equipment, D-32, D-
12, 5-2, 5-3, 5-5, 5-10, D-1 33
National Command Authorities, rail operations, H-1 through H-4
major subordinate command, 5-
2-3 A-1, A-3
3, 5-4 readiness standard of operating
NCA. National Command Au- procedure, 2-8, 2-10, 5-9, C-1
materiel-handling equipment, 3-
thorities
9, 4-14, 4-15, E-10, L-2 reception, staging, onward
O movement, and integration, 1-
METT-TC. See mission, enemy,
terrain and weather, troops OEL. See organization equip- 4, 1-6, 1-7, 2-2 through 2-8
and support available, time ment list RF. See radio frequency
available, civil considerations organization equipment list, 1-9, RFID. See radio frequency iden-
MHE. See materiel-handling 2-8, 2-11, 3-10, 5-3, 5-4, 5-8, tification
equipment C-1, D-1, D-2, D-3, D-7, E-4,
RSO&I. See reception, staging,
E-5, E-11, E-13, G-2, H-2, I-2
military operations other than onward movement, and inte-
war, 1-1, 4-6 operational order, 2-3, A-1, A-2 gration
Military Sealift Command, 4-4 operational plan, 2-2, 2-3, 2-7, A- RSOP. See readiness standard
through 4-6, 4-8, 5-3, 5-4, 5- 1, B-1, D-2, D-31 of operating procedure
14, 5-16, D-3, E-13 OPLAN. See operational plan S
military shipping label, 5-2 OPORD. See operational order
SASO. See Stability and Support
through 5-4, 5-9, 5-13, 5-14, P Operations
5-16, A-8, E-12, M-1 through
POC. See port operations center seaport of debarkation, 3-8, 4-4,
M-4
POD. See port of debarkation 4-7, 5-14, 5-16
Military Traffic Management
Command, 3-3, 3-9, 3-10, 4-4, POE. See port of embarkation seaport of embarkation, 3-8 4-2,
4-5, 4-8, 5-5, 5-14 through 5- port of debarkation, 1-4, 2-2, 4- 4-4, 4-5, 4-7 through 4-11, 4-
13, A-9, A-12, B-2, D-1 16, 5-14 through 5-17, D-32,
E-2, E-3, E-6, E-10, E-12
Index-3
FM 3-35.4 _________________________________________________________________________________
sensitive cargo, I-2 Transportation Coordinators’ 9,4-1, 4-4, 4-6, 5-2, A-3, A-6,
SI. See support installations Automated Command and B-2
Control Information System,1- USAR. See United States Army
small-scale contingency, 1-9, 2-5
7 through 1-9, 5-9, A-5, A-6, Reserve
soldier readiness processing, 2- A-10, D-3
2, 2-8, 3-4, 5-3, 5-8, D-28 USMC. See United States Ma-
Transportation Coordinators’ rine Corps
SOP. See standard operating Automated Information for
procedure USTRANSCOM. See United
Movement System, 1-7, A-7,
States Transportation Com-
SPOD. See seaport of debarka- A-10
mand
tion Transportation Coordinators’
SPOE. See seaport of embarka- Automated Information for
tion Movement System II, 1-6
SRP. See soldier readiness through 1-9, 3-4, 3-7, 5-4, 5-8,
processing 5-9, 5-13, 5-17, A-6 through
A14, D-1 through D-3, D-31,
SSC. See small-scale contin- M-2
gency
transportation terminal brigade,
Stability and Support Operations, 4-5, 4-7, 4-8
1-9
TTB. See transportation terminal
standard operating procedure, 2- brigade
7, 2-8, 3-8, 5-3, 5-4, 5-9, C-1,
U
D-1, D-3, D-7, D-8, E-2, D-11,
E-12 UDL. See unit deployment list
support installations, 1-10, 4-8, ULN. See unit line number
4-13 UMD. See unit movement data
T UMO. See unit movement officer
TAA. See tactical assembly area unit airlift affiliation program, F-1
tactical assembly area, v, 1-4 unit deployment list, 1-6, 1-9, 2-
tagging equipment, M-1, M-3, M- 4, 2-11, 3-2, 3-3, 4-16, 5-3, 5-
4 5, 5-8, 5-9, A-5 through A-10,
TALCE. See tanker airlift control D-2, G-2, I-2, L-2, M-3
element unit line number, 2-2, B-1, B-2
tanker airlift control element, 4- unit movement data, 2-11, A-5,
11, 4-12, 4-14, 4-15, 5-13, K- A-6, E-8
3, L-1, L-2 unit movement officer, 1-7, 2-10,
TC-AIMS. See Transportation 2-11, 3-2, 3-10, 5-8, 5-9, A-7
Coordinators’ Automated In- through A-10, D-1, D-3, E-4,
formation for Movement Sys- M-2
tem unit movement plan, E-1 through
TC-AIMS II. See Transportation E-9
Coordinators’ Automated In- annexes, E-10 through E-13
formation for Movement Sys- United States Army Reserve, 1-
tem II 2, 2-2, 3-2, 3-9, 4-5, 4-8,5-3,
TC-ACCIS. See Transportation 5-8, 5-14, A-13, D-3, D-30, D-
Coordinators’ Automated 31, E-1 through E-8, E-10, E-
Command and Control Infor- 13
mation System United States Army Forces
time-phased force and deploy- Command, 1-8, 3-8, 3-10, 4-3,
ment data, 1-4, 1-6, 2-2 5-14, A-6, D-1, D-3, D-11, E-
through 2-8, 4-8, 4-16, 5-3, 5- 12, L-2
4, A-3, A-4, A-5, A-10, B-1 United States Marine Corps, 5-
through B-3 17
TPFDD. See time-phased force United States Transportation
and deployment data Command, 1-2, 2-4, 2-7, 3-
Index-4
FM 3-35.4
18 JUNE 2002
ERIC K. SHINSEKI
General, United States Army
Chief of Staff
Official:
JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0214310
DISTRIBUTION:
Active Army, Army National Guard, and U.S. Army Reserve: To be distributed in
accordance with the initial distribution number 115867, requirements for FM 3-35.4.